Autotechnician february 2017

February 2017

autotechnician servicing the independent workshop Is recruitment in crisis?

Your thoughts...

Data analysis with Andy Crook Focus on: O Braking O Ignition O Batteries & Chargers O Lighting Porsche 911 power up

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Industry news

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Business: Pensions, workshop management & ‘dealer’ service app

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How to... critically analyse data, with Andy Crook

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A Workshop Fix with Matt Cleevely

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Ignition: Tech tips & installation advice

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Braking: Prevent judder, ‘Super R90’ & rusted nuts!

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Batteries & chargers: Look ups, BSU’s & business advice from Frank Massey

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Lighting: New tech & how to boost your bottom line

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Workshop visit

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Parts, tools & tips plus WD40 reader review

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Training: Recruitment feature plus 2017 dates

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Dave Massey project

Nicola St Clair, Editor-in-Chief Nicola@autotechnician.co.uk 01634 924 406 Alex Wells, Feature writer Paul Dearing, Commercial Director Paul@autotechnician.co.uk 07808 077 611 Nathan Wise, Digital Product Manager Nathan@autotechnician.co.uk Vicki Cullen, Administrator admin@autotechnician.co.uk

DEAR READER, Well 2016 was one hell of a year! Whichever way you voted on Brexit, or your feelings towards Trump, these historical votes will have a huge impact on our economy. I don’t believe leaving the EU is inherently a bad thing – what will negatively affect one company, will benefit the next.

The time bomb in our industry is the mass production of autonomous vehicles within the next five years and increasing numbers of hybrid and electric cars coming through to independent workshops but perhaps not enough qualified independent technicians to work on them.

It is becoming increasingly difficult to earn a decent living out of repairing cars, BUT new challenges create an opportunity for those who enjoy their work and have a desire to thrive, even in uncertain times. I have seen many examples of this; small independents who create a business model which does not even attempt to be all to everyone, who understand the importance of continuous training and selling this expertise at the right price, who wouldn’t risk using anything other than quality parts and who strive to provide a transparent customer service (and turn work away from no-win situations).

It is highly satisfying to be part of a successful business but you must continually develop and evolve to retain the competitive edge. Our mission is to arm you with the practical information you need to run a profitable workshop, as well as being a platform from which you can air your views.

We hope you enjoy this issue, here’s to a productive and enjoyable 2017!

Nicola St Clair Editor in Chief www.facebook.com/Autotechmagazine www.twitter.com/autotech_mag * View and download previous digital issues at www.autotechnician.co.uk

To receive six free issues throughout 2017, register by clicking ‘Subscribe’ at www.autotechnician.co.uk

Contributors: Matt Cleevely, Andy Crook, Alison Kent, David Massey

Subscription to the printed bi-monthly magazine is free to those who fulfil the publisher’s criteria. UK independent workshops can subscribe at www.autotechnician.co.uk/magazine-subscription-request. Six bi-monthly issues will be published throughout 2017 and will be mailed out free of charge to qualifying readers - you must work in a UK independent workshop, have buying responsibility and reside in the UK. Those who do not meet the qualifying criteria can request to receive a link to the digital issue free of charge or can opt to pay £25 for an annual subscription to receive an issue in the post.

All material, unless otherwise stated, is the copyright of Aftermarket Media Solutions Ltd and reproduction in whole or in part of any text, photograph or illustration, without prior written permission of the publishers, is prohibited. While all due care is taken to ensure the content of Autotechnician is accurate, the publishers cannot accept liability for omissions or errors. Any written material or pictures supplied by contributors are published in good faith and on the understanding they are free from any copyright or other restrictions.

Published by: Aftermarket Media Solutions Ltd, 3a Market Deeping, Peterborough, Cambs PE6 8EA. autotechnician.co.uk

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SERVICESURE AUTOCENTRES REACH MILESTONE Servicesure Autocentres, the Parts Alliance garage programme that provides services to help workshops run more productively, has reached 400 garage members.

The Servicesure programme has over 30 services available to members, covering areas such as signage, insurance, vehicle leasing, waste disposal, technical training and workwear.

REGISTER FOR AUTOMECHANIKA BIRMINGHAM Over 750 exhibitors will be showcasing their products, tools and equipment at the NEC from 6 to 8 June at Automechanika Birmingham 2017. Workshops can register for a free ticket now at www. automechanika-birmingham.com.

The 2017 event features an improved layout with Aftermarket and Supply Chain zones in separate halls and greater practical help for workshops in the form of the Technical Workshop theatre, which Autotechnician is helping Automechanika to organise, sponsored by ACtronics. This runs each day of the show, where Frank Massey will be looking at the future challenges of Diesel, Andy Crook will be delving into battery technology and James Dillon will present in his unique way.

“Over the last 12 months we’ve completely rebuilt the network,” says Paul Dineen, Head of Garage Programmes. “We’ve managed to reach this milestone despite having removed a number of garages in the ongoing quest to deliver exceptional standards of car care to motorists.”

Members are able to retain their own name above the door, although many prefer to rebrand and adopt the Servicesure Autocentre colours and signage. To reassure motorists that Servicesure Autocentres are credible, there’s a strictly enforced code of conduct governing customer care, which is then reinforced by The Motor Ombudsman (previously Motor Codes). The motorist also benefits from a National warranty – with any work carried out guaranteed against parts and labour defects for 12 months or 12,000 miles, should the part be supplied by any member of The Parts Alliance.

There are still plenty of postcodes where garages are needed. Those interested in finding out more should visit: www.servicesureautocentres.com/become-a-servicesure-garage.

IAAF FUTURE PRESIDENT

NEWS

Andy Savva has been appointed Vice President of the Independent Automotive Aftermarket Federation and will take over as President this year. Savva has over 30 years’ experience in the industry, owning and managing an independent garage for many years and now helping others to improve their business through training and consultancy.

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Wendy Williamson, IAAF Chief Executive, says: “It is with pleasure that I welcome Andy to his new role. His experience speaks for itself and I am confident that he will do an excellent job of protecting the rights and needs of the automotive aftermarket.”

autotechnician.co.uk

You will also be able to ‘Ask the Experts’ for advice within a dedicated area next to the seminar theatre.

Exhibitor bookings are already 40% up on last year, with the ‘who’s who’ of the industry already signed up, including; Schaeffler, ZF, HELLA, Valeo, Liqui Moly, JHM Butt, Denso, Delphi, NGK Spark Plugs, Draper Tools, Yuasa, Texa and Bosch. Simon Albert, Event Director says: “We recommend prospective visitors register now to ensure they receive all important show updates as well as to book any travel or accommodation early for good deals and availability”.

AA GARAGE GUIDE AND THE MOTOR OMBUDSMAN PARTNER TO CHAMPION THE BEST The Motor Ombudsman, formerly known as Motor Codes, will be advocating the AA Garage Guide online search and booking platform for MOTs to its network of accredited garages.

The Motor Ombudsman is the first to focus solely on the automotive sector. It self-regulates the UK’s motor industry through its comprehensive Chartered Trading Standards Institute (CTSI) approved Codes of Practice. Thousands of franchised dealers and independent garages are accredited to its Service and Repair Code, which endeavours to drive higher standards.

The reciprocal relationship results in the promotion of listings on the AA Garage Guide platform to the Motor Ombudsman’s network, whilst the AA is endorsing The Motor Ombudsman to its website visitors as the benchmark of industry quality.

The partnership between AA Garage Guide and The Motor Ombudsman was formed to help steer motorists towards garages that consistently deliver the highest levels of service for the good of all road users. High standards are a key factor for motorists, with 90% of visitors to the Garage Guide website basing their search on quality, and all of the top ten most booked garages are Motor Ombudsman-accredited.

EURO CAR PARTS INITIATIVES SUPPORT THE INDEPENDENT Euro Car Parts recently teamed up with Ridley Scott Associates to promote local workshop heroes as part of its first-ever television advertising campaign, which aired on channels including E4, BT Sports, Sky One, Channel 5 and Film4.

Martin Gray, CEO of Euro Car Parts, commented: “This is a start of an exciting new chapter for Euro Car Parts. Through this new creative, we’re highlighting the fantastic work being carried out every day by mechanics and IMTs up and down the country. We are proud and humbled to partner with them.”

This was just one of a number of new initiatives in support of the independent repairer. ECP has also introduced a first-to-market lifetime warranty on a wide range of mechanical parts. The new programme is designed to offer peace of mind to customers when it comes to purchasing major units such as clutch kits, rotating electrics and steering racks, as customers can rest assured that they will only have to pay for it once.

INDUSTRY LOSES A MUCH-LOVED COLLEAGUE AND FRIEND

Repairers will now be able to purchase cover for the part only or extend the warranty to include labour – so if there is ever a problem with a component supplied by ECP, the customer will be entitled to a replacement and can have it installed without being charged.

It is with great sadness that we announce the passing of Ian Garwood on December 11, 2016. Ian was a much respected and liked figure in the aftermarket for over 20 years, representing SPX, Crypton, Traction Charger and, most recently, Bartec Auto ID.

ECP unveiled its Euro Academy in October, a technical resource designed specifically to support the independent garage. In addition to IMI-certified practical training, it also provides a dedicated technical phone helpline manned by a team of eight master techs and an online diagnostics database that includes a reference library of previous faults.

Ian was a keen sailor and a true gentleman who was loved and respected by all that knew him. Our thoughts are with his family and friends at this difficult time.

The technical support team offers guidance on diagnostic and repair procedures via the phone or online and technical information on any marque and model is available from its online diagnostic database, which expands by 2,500 repair details each week.

Autotechnician’s first online assessment of 2017 goes live next month, enabling techs to test their knowledge and receive instant feedback on their scores. There’s even free supporting material to explain the subject areas. Full details will feature in the March/ April issue, where we will be announcing the date for our Big Day Out training event.

Take the existing multiple choice tests at: www.autotechnician.co.uk. autotechnician.co.uk

NEWS

View the latest news, views and giveaways at www.autotechnician.co.uk and facebook.com/ Autotechmagazine

AUTOTECH 2017 LAUNCH

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HOW TO SURVIVE AND THRIVE – POST BREXIT The Independent Automotive Aftermarket Federation (IAAF) conference held each December is a useful event for the independent aftermarket, it provides discussion on topical issues and advice on how to overcome imminent threats, and this year considered ‘How to survive and thrive – post Brexit’

NEWS

“As an industry we still face a number of threats with technological advances continuing to enter the market, as well as challenges of the changing economic climate and therefore it is more important than ever that we continue to work alongside FIGIEFA in Europe post Brexit.

However, despite this year full of change, we are making progress and will face all threats head on while continuing to search for solutions.”

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IAAF chief executive, Wendy Williamson, opened the proceedings. She summarised the turbulent political events of 2016, citing the vote for Brexit and Trump’s US election win, in addition to our own industry threats.

For example, further developments of the ‘connected car’ and the possibility of losing all unmonitored access to vehicle information, while being solely reliant on vehicle manufacturers for this data. Wendy also presented a promotional video from Ford, which announced they will have an autonomous, or driverless, car in production within the next five years – a significant challenge for both parts suppliers and repairers, with certain parts no longer required. VMs may insist on repairing these cars because of their duty of care.

Vehicle technology is evolving at breakneck speed in response to the motorists’ demand autotechnician.co.uk

for increased services within the car and also from the urgent need to reduce our environmental impact. We have moved from low emission zones to diesel cars banned from cities entirely, to improve air quality.

The UN Climate Change Summit in Paris in 2015 resulted in a global agreement to phase out the use of fossil fuels over the next 30 years. Last October, members of the German government passed a resolution to ban the sale of internal combustion engines in the European Union by 2030, stating that only zero-emissions vehicles would be allowed on the market after that time.

The IAAF confirmed its commitment to continue its work with the independent aftermarket to support the industry in gearing up to service the changing vehicle parc of electric, hybrid and autonomous vehicles, with Wendy declaring:

The event was not focussed on just the challenges ahead. A report on the importance of the UK aftermarket by Frost & Sullivan provided some good news for the independent repair sector. The study showed the UK’s aftermarket was the 4th largest in Europe with 64% accounted for by the independent sector and we are heading to become the 3rd largest in the next 5 years.

Of the 42,544 repairers, 35,000 of these are reported to be independent, working on a UK vehicle parc of 30 million cars, which have an average age of 7.8 years. Statistics show that the average hourly rate of an independent workshop stands at £63.74, compared to £92.37 for an authorised dealer. The report concluded that, as cars become more complicated, this presents a real opportunity for the growth of independent repairers. It recommended that we must embrace the digitalisation of vehicles, continue to lobby for the right to access vehicle data and ensure we have the skills to work on changing technology.

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TIME TO FACE THE MUSIC FOR

WORKPLACE PENSIONS

If, like me, you struggle to remember what you did last week, what happened in 2008 may have slipped your mind… While the Kings of Leon were topping the charts with their ‘Sex on Fire’ and the Beijing Olympics saw China host the spectacle for the first time in history, the government was busy putting the Pensions Act into force.

This stated that all employers must provide a workplace pension for eligible staff by 2018. It’s being enacted by a process called ‘automatic enrolment’ and it’ll be done and dusted before you know it!

If you’ve not already got to grips with this workplace pensions business, now’s the time to act.

First, you’ll need to know the deadline you have been set, this is called your ‘staging date’. Then find out which staff are eligible and how much this is going to cost you in contributions, so you can budget accordingly.

GETTING DOWN TO BUSINESS

KEY STEPS

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Check it applies to you Which employees are eligible?

Find out your staging date Investigate schemes Communicate with staff - their take home pay will change Set up a pension scheme Deduct contributions monthly Budget for a 2019 increase autotechnician.co.uk

CHECK IT APPLIES TO YOU If you deduct tax and National Insurance contributions from an employee’s wages then you must enrol and make an employer’s contribution.

If you already have a workplace pension scheme, ask the provider if it meets the automatic enrolment rules.

WHICH EMPLOYEES ARE ELIGIBLE? The workplace pension must be provided for all staff who: % Are aged between 22 and the State Pension age % Earn at least £10,000 a year % Work in the UK The deadlines are being staggered and your staging date will depend on how many people are on your payroll.

Your staging date was set in law back in 2012. It’s important to prepare for this date. If you don’t already know it, there are two things that will help you: % If you don’t pay your staff through a PAYE scheme, your staging date will be 1 April 2017 % If you do pay staff through a PAYE scheme, find out your staging date by keying your PAYE reference into the following web site checker: www.thepensionsregulator.gov.uk/ employers/staging-date.aspx

WHERE TO FIND YOUR PAYE REFERENCE Your PAYE reference is included on: % Letters received from the Pensions Regulator about automatic enrolment % The letter HMRC sent you when you first registered as an employer % Your payroll software package

SET UP A WORKPLACE PENSION Once you have the age and earnings of anyone you employ and your PAYE reference, you can use the Pension Regulator’s Duties Checker to find out what you need to do and when. You’ll also need your letter code, however if you don’t have it to hand you can find it out here too: www.thepensionsregulator.gov.uk/ en/employers/duties-checker

HOW MUCH TO PAY You must pay at least 1% of your employee’s ‘qualifying earnings’ into your workplace pension. This may rise to 3% in 2019 if approved by Parliament.

You can work out ‘qualifying earnings’ as either: % The amount an employee earns before tax between £5,824 and £43,000 a year % Their entire salary or wages before tax

HOW TO PAY Deduct contributions from your staff’s pay each month. You’ll need to pay these into your staff pension scheme by the 22nd day (19th if you pay by cheque) of the next month.

You must pay your contributions for each employee by the date you’ve agreed with your provider.

A WARNING ON OPTING OUT

GARAGE OWNER CREATES HIS OWN WORKSHOP MANAGEMENT SYSTEM Garage owner Terry Dorney and his team are celebrating a year’s trading his workshop management system TechMan, which he developed to overcome the challenges he faced when growing his own Northampton-based garage from a single technician to 9 technicians and 13 ramps in just 5 years.

In Town Automotive, one of the area’s largest independent garages, started out specialising in fitting exhausts but today undertakes MOTs, service, repairs and diagnostics as a Bosch Car Service Centre.

“We started working on our own garage management system when we couldn’t find one that was flexible enough to fit the way we work,” says Terry Dorney, Managing Director. “When we opened the garage the first challenge was finding customers, after that it was building the right team but you do reach a point where you need better systems to maximise your opportunities.”

In Town Automotive uses exactly the same TechMan software platform that it now supplies to other garages and Terry believes a good management system should boost productivity from month one. “A management system should fit to your business and be paying for itself right away,” says Terry. “TechMan can quickly manage customer communications or measure technician efficiency, so you start to build up the financial benefits immediately.”

There are a range of packages available to suit the full spectrum of garage requirements.

01604 666720

A DOWN TO BUSINESS

If a member of staff wishes to opt out, they can do so within a month of being enrolled. They’ll need to complete an opting out form, which needs to include key information. It’s important that they understand what they are giving up.

An employer must not actively encourage their staff to opt out, which could be considered an ‘inducement’. Any decision to opt out must be taken freely by the staff member without influence from the employer.

Further advice on what to do if a staff member wishes to opt out is available on the Pensions Regulator’s website.

Find out more: Þ www.gov.uk/workplace-pensions-employers Þ www.thepensionsregulator.gov.uk autotechnician.co.uk

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LESS STOC K, MORE SALES

‘MY SERVICE TRUST’ APP ENABLES ‘DEALER-LEVEL’ CUSTOMER SERVICE Imagine you had time to show your customers first-hand why a repair was required on their vehicle while it was on the ramp ‘My Service Trust’ gives independent garages the opportunity to make personalised customer videos, a service which until now has only been offered by franchised dealers.

Following a successful pilot, the product launched in late July and is now used by independent garages to reassure customers they are in safe hands and justify work that needs to be undertaken.

As you can imagine, users have found it much easier to get issues across in a video than over the telephone and this transparent way of getting work approved is a sure-fire way of building trust and increasing customer loyalty.

The ‘My Service Trust’ product has been developed by Yorkshire-based Smart Garage Solutions, allowing independent garages to create, review and send HD quality video quotes. The app can be used to highlight any urgent or advisory work that needs carrying out on a vehicle. Videos are neatly packaged into a branded responsive landing page, which customers access via a link from a text or email on any device they use.

By using ‘My Service Trust’ personalised videos, garages can build personal relationships with their customers, show the legitimacy of repair works and break down technical boundaries. The result of which is less time spent on the phone convincing customers.

HOW IT WORKS You can sign up for a free 30-day trial at https://app.myservicetrust.co.uk/ create-account and try the service out on your smartphone. Be prepared to impress your customers. After downloading the Garage App, to create your first video quote you just need to add their contact details and search the vehicle reg, add your name then hit record – you have up to 3 minutes to film details of the work needed. You can then preview or re-record the film before saving to the Garage Dashboard. From here you can add any details to videos, including quotes for parts and labour.

With a click of the button, the video along with the details can be sent by email or text to the customer. After contact with the customer, the quote can be marked as ‘Won’ or ‘Lost’ and you can track the number of videos that have converted

into work from the main dashboard. From here you can clearly see any callback requests, values of work won and it also shows you when the customer has viewed the video.

To continue using this service after the trial, there is a one-off set-up fee of £299+VAT for the sign up kit, which includes an iPod and charger, protective case, handheld grip and Garage Dashboard Access. Three monthly subscription packages are available from £49 per month. We have spoken to a workshop who signed up after trialling it and expanded their business after a few months’ use due to the amount of new customers gained through referrals.

Ben Smith, Founder of Smart Garage Solutions, says: “The automotive industry is going through a period of change; advances in technology, the popularity of smartphones and increased customer use of video. We saw the opportunity to enhance similar technology available on the market that was expensive and predominantly aimed at the franchised dealer market.

“We set out to create a level playing field, giving independent garages the opportunity to take advantage of personalised customer videos at a much more affordable price.”

A 30-day free trial is available, visit www. smartgaragesolutions.co.uk/products/ myservicetrust to find out more. autotechnician.co.uk

GETTING DOWN TO BUSINESS

A recent study of 1,400 motorists who use independent garages has found that reliability and good service are both more important than price when it comes to building customer loyalty. In the survey, 60% of respondents also said they have

had a bad experience with garages, with the result that most are happy to remain fiercely loyal to a good local operator they know they can trust.

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HOW TO CRITICALLY ANALYSE VEHICLE DATA

BY ANDY CROOK, GOTBOOST

For example, drivers always feedback on understeer or oversteer characteristics of the car, you will see them on TV with the imaginary steering wheel turning the corner, giving feedback to the engineer. They are sometimes very wrong and this is where a simple maths channel can be used alongside steering angle input to prove how the car is actually behaving during a corner. Using the longitudinal acceleration input and dividing this by the wheelbase of the car, we get a representation of the corner radius, which can be compared to the driver’s steering input. If the driver gives a constant steering input the car is natural, if he must wind on more lock then we have understeer and if he is winding off lock then we have oversteer. The problem is, it is a dynamic environment and you may have understeer on the entry of the corner, oversteer at the apex and natural steer on exit.

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HOW TO ...

FIG 1: NEUTRAL STEER VS ACTUAL STEERED ANGLE

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autotechnician.co.uk

Collecting data from the steering angle sensor, while the team push the car, or drive very slowly around the corner, results in the natural steer angle for that corner, see Figure 1. This can be used as a comparator to make changes to the nut behind the wheel, aerodynamics, geometry or suspension to achieve the desired characteristic for the fastest way around that corner.

INTERPRETING SPECIFIED AND ACTUAL DATA Data acquisition has become increasingly important in the modern world of motorsport, with limited testing allowed – reducing the carbon footprint of the sport and maximising the benefit of on-track time. The skills I use at the circuit are transferable to the workshop and the diagnostic process. We constantly gather evidence during diagnostic routines – some of it is conscious, some of it unconscious. Once we decide to look at data, we must be able to critically analyse the capture or we are wasting our time. Scrolling down through hundreds of parameters and nodding as we go isn’t particularly effective, but it is something I see all too often.

The silver bullet of data captures is the specified value, it gives the technician a comparator, something to compare the actual reading with. If the tool can provide the data in a graphical format this is as good as it gets, but what if there is no specified value and no graph, just an endless stream of parameters all changing as the vehicle is driven along?

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In my role as a race team data analyst, I spend hours looking at data. It has been captured by various sensors on the race car and then turned into graphs or squiggly lines, as my colleagues prefer to call them, by software programs. The ability to manipulate this data into something more meaningful in terms of performance analysis is a key role for the data engineer. We use maths channels and along with the software, they can turn a basic data capture into a sophisticated analysis platform.

FIG 2: SPECIFIED VS ACTUAL RAIL PRESSURE

It is much easier using the graph to spot trends and glitches, than scrolling through thousands of lines of raw data. This is great when the tool displays the specified reading, but what if there isn’t a specified value?

CALCULATING EXPECTED VALUES Air Mass Meters are a typical case where unless it has failed completely, it can be very difficult to condemn the air mass meter and it is very tempting to fit a new one, just to rule it out. What if there was another way, first using live data and calculations?

We can predict air flow through the engine, it takes some practice and requires some effort, but it can be done. If you know the following, you can calculate the airflow with a high level of accuracy: • • • • •

The engine capacity The volumetric efficiency The air pressure The air density Engine speed

A simple data log will give you engine speed and manifold pressure, a quick internet search will provide air density and engine capacity if you didn’t already know it.

Once you have calculated the air flow, compare your findings with the measured airflow stored in the data log, see Figure 3.

Using the chart feature in the spreadsheet software makes this a much easier task, but collecting the data is of little use if you

FIG 3: CALCULATED VS MEASURED AIR FLOW VS TARGET AIR MASS

are not able to interpret it. For example, a low reading from the Air Mass Meter may indicate a problem with the component or that the Exhaust Gas Recirculation valve is stuck open. It may also be a problem with the inlet manifold swirl flaps or carbon build-up. The technician has to decide the next course of action and what test to perform to prove the cause and not the effect.

Too high a reading could mean a faulty Air Mass Meter or a leak in the intake system after the turbo. Air is passing through the Air Mass Meter but escaping before reaching the inlet manifold. The ECU will request more pressure from the turbo to compensate for the leak and a circle of doom is completed, resulting in DTC’s for the AMM. Easy to prove if you look at specified and actual manifold pressure values.

When using a scope, it is possible to collect data in the form of voltage and convert this into values using a spreadsheet. A time-consuming process, but sometimes a worthwhile one.

PicoScope users will be familiar with the custom probe function; this allows technicians to customise a given output to display not voltage but the measured value instead. This can be compared to live data or calculated data for analysis. The Diesel Particulate Differential Pressure Sensor is a good example for this. You can remove the sensor and using a pump and gauge, measure the pressure applied to the sensing element and the voltage output. Using the custom probe feature, enter this data so the scope displays the pressure not as a voltage but as Bar or PSI, whatever you prefer. This makes the analysis much easier.

The more methods used for accurate measurement, the greater the likelihood of accurate diagnosis. If you would like to find out more about GotBoost’s training courses, visit www.gotboost.uk where you will find all the latest news and courses.

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Many of the diagnostic tools can log data during a test drive, this means you can safely drive the vehicle, store the data and analyse it when you return to the workshop. Copy and paste the data into a spreadsheet and use the software to create graphs of specified and actual data, such as rail pressure in the common rail engine fitted to the BMW 318d, see Figure 2.

FIG 4: SELECTING AND CREATING CUSTOM PROBES

HOW TO ... autotechnician.co.uk

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FACT FINDING

BY MATT CLEEVELY, CLEEVELY MOTORS, CHELTENHAM

MATT IS REMINDED THAT IT’S WHAT YOU DO KNOW THAT IS IMPORTANT A 2004 VW Lupo 1400cc petrol was booked-in with us for an intermittent non-start, poor running fault, which brought on the engine management light. After the obligatory question and answer session with the customer, I thought I had enough detail to begin my investigations. A code scan revealed a fault code for an air pressure fault within the inlet manifold. As this matched the customer’s description of the symptoms, and was the only code present, I began down this route of enquiry.

On test driving the vehicle, I noticed no obvious driveability faults and couldn’t recreate the symptoms. Back in the workshop, the non-starting fault wouldn’t reoccur. I checked the MAP sensor reading data within the ECU, which was fine, while scoping the sensor signal output on the engine, which matched the values the ECU was seeing. Having experienced this kind of fault on previous Golfs and Polos this popular engine is fitted to, I turned my attention to the throttle body.

Having covered 160,000 miles, although being regularly serviced, the throttle body was badly carboned-up, so I removed it and gave it a thorough clean.

After refitting, I checked the throttle valve actuation using our scan tool and reset the throttle ‘learn values’. A further test drive was problem-free, so I briefed the customer on my findings and repairs and he collected the vehicle.

WORKSHOP FIX

Within a week, you guessed it, the Lupo returned. Further questioning of the customer revealed that although the car generally started and ran better, the intermittent non-start was present but after a 5-minute wait, would always restart and not reoccur on the same drive cycle. Focusing on the non-start events, I narrowed it down to it not starting once driven under two miles or after refuelling.

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A useful video taken by the customer on his phone (my suggestion if the fault reoccurred) showed me that when the fault occurred, it would crank and attempt to fire, then stall. With fresh evidence, I re-ran the fault code check, with only the same code present. I also carried out component activation tests on any item related to the inlet manifold.

My suspicions lay with the EGR valve, but, as usual, whilst at the garage, the car was fault-free. Conscious of rising costs, and with no obvious fault present, I sent the car away with a ‘flight recorder’ tool fitted to the OBD connector. This clever autotechnician.co.uk

device records every journey, saving OBD data on each trip and highlights journeys where an error code has been stored.

Eventually, the fault reoccurred and I studied the OBD data.

From the recordings, which although not showing any failings by a component, did show which items were reading correctly, e.g. coolant temp, throttle valve position, and confirmed an unusual MAP value, with excessive oxygen present. It had to be a mechanical fault of a component, which has a direct link to the inlet.

I removed and inspected the EGR, but it wasn’t dirty and activated off the car reliably every time. So, I removed the purge canister solenoid and bench tested it with a Mityvac on the diaphragm, whilst activating it.

After around 50 vacuum/release cycles, the solenoid valve stuck open, but only once. The next 25-30 cycles it was operating correctly! The customer had mentioned the fault occurred after refuelling, so I decided to replace the purge canister solenoid (for the first time in my 20-year career), as the effect of it sticking open results in air being drawn through the canister, from the filler neck and into the inlet manifold.

We did this repair two months ago and there has been no recurrence of the non-start fault.

The most important factor when attempting any diagnostic work is to gather as much information as possible from the customer and the vehicle. This enables you to carry out informed and educated testing of the components that can cause the fault.

Please contact your independent Motor Factor for any requirements you have or contact us directly here at Autoelectro and we will put you in touch with your nearest distributor.

& FORGET www.autoelectro.co.uk

sales@autoelectro.co.uk +44(0)1274 656101 autotechnician.co.uk

WORKSHOP FIX

࠮ UK’s largest remanufacturer & supplier of rotating electrics ࠮ Established since 1986 ࠮ (SS :[HY[LY 4V[VYZ (S[LYUH[VYZ PUKP]PK\HSS` [LZ[LK [V 6, ZWLJPÄJH[PVU ࠮ Latest fully computerised test equipment ࠮ Two year warranty ࠮ Comprehensive website with online chat & technical support

FIT

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Ignition sensors, leads, coils and integrated pressure sensor glow plugs – a few of the latest components to keep the fuel/air ratio in check NGK Spark Plugs is an original equipment supplier of spark plugs, glow plugs and NTK Lambda and other engine management sensors and supplies a comprehensive range of components direct to the independent aftermarket.

These include NTK exhaust gas temperature sensors (EGTS), which the company introduced to support the increasing complexity of exhaust gas management. These thermistor devices monitor exhaust gas temperatures to enable efficient operation and protect vital components – including turbo chargers, diesel particulate filters and catalysts – located directly in the flow of these hot gases.

EGTS from NTK are used in approximately 35 percent of global passenger car sensor applications, providing extreme resilience against heat and vibrations, high measuring accuracy, fast light-off times and an exceptionally wide measuring range. Mark Hallam, marketing manager, says: “The NTK EGTS range for the aftermarket offers great business opportunities for workshops as they can now increase their competitiveness, as NGK offers them an identical alternative to the OES sensor.” The range currently has the 20 most popular EGTS types, each identical to the respective OES part across a range of marques.

REIGNITED LEADS RANGE Valeo Service UK has recently invested in its ignition leads range, bringing original technologies to the aftermarket.

A complete engine management programme is available, with its ignition leads range providing 648 part numbers, covering popular applications such as Citroen Berlingo, Saxo and Xsara; Ford Fiesta, Focus and Mondeo; Renault Clio, Megane and Vauxhall Astra, Corsa and Zafira models.

Three distinct technologies of ‘high tension’ wire conduct the ignition spark into the spark plug of any modern vehicle. Valeo’s

resistive cable technology provides complete resistance along the lead’s length, its reactive cable technology ensures the lead deteriorates more slowly due to improved electrical stability of its conductor core and offers enhanced suppression of high tension interference. The third high-tension wire is Valeo’s premium option, which uses copper cable technology, for longevity and suppression of radio interference.

Valeo’s engine management programme includes air intake throttles, fuel pumps, EGR valves, ignition coils, injectors and sensors.

01527 838 300

Delphi produces ignition coils for all makes, using winding technology to give peak power. Much like a kite string should be wound evenly along its spool, ignition coil windings should be evenly distributed and neatly wrapped, so voltage is consistent and the most magnetic power can be drawn out.

A greater length of wire generates differences in voltage, creating pressure that causes the breakdown of insulation and wire coatings. Delphi has developed a process to tightly control the length of the wire between adjacent primary and secondary windings and ensure they are wound to the steel core as closely and smoothly as possible. This results in better engine performance and fuel efficiency.

High quality wires are used that feature a coating to resist cracks and imperfections which may cause other ignition coils to fail. Epoxy insulates the wires and separates them – gaps in the epoxy can affect the insulation so a special vacuum technique to remove air bubbles is used to prevent internal arcing and short circuits, which result in misfires. autotechnician.co.uk

IGNITION & ENGINE MANAGEMENT

DON’T GET WOUND UP BY COILS

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INTEGRATED GLOW PLUGS AND CONTROL UNITS Federal-Mogul Motorparts has introduced Integrated Pressure Sensor Glow Plugs to its programme to complement Champion’s existing range of plugs for diesel engines, and new Glow Control Units to its range of ignition components. Champion now offers roughly 95 percent car parc coverage over the entire ignition range, including spark plugs, glow plugs, ignition coils, wire sets and now control units.

The Integrated Pressure Sensor Glow plugs enable precise combustion regulation in real time and higher peak pressures;

IGNITION & ENGINE MANAGEMENT

LAMBDA SENSORS UPDATE

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DENSO has introduced new Lambda Sensor part numbers into its aftermarket programme, with six new part numbers corresponding to 34 OE references. The update supports 50 more vehicle applications from major vehicle manufacturers including Audi, SEAT, Skoda and Volkswagen.

Every new car, and most cars manufactured since 1980, has a lambda sensor fitted and account for more than 68% of the European car parc.

The continually expanding range also covers 1,988 OE references, 286 of which are unique to DENSO. 02476 843 410

autotechnician.co.uk

measuring fluctuating cylinder pressure and transmitting this information to the control unit for optimal running.

Champion’s new Glow Control Units help vehicles to maximise the benefits of its glow plugs, giving a shortened heat-up time of under three seconds and an operating temperature of up to 1,300 °C. Efficient starting helps to reduce emissions and improve performance.

WE VISIT FEDERAL-MOGUL’S R&D FACILITY, TALK TO COMLINE’S DR KEITH ABOUT ‘SUPER R90 TESTS’, GET ADVICE FROM FIRST LINE ON AVOIDING JUDDER, RANGE UPDATES FROM VARIOUS SUPPLIERS AND A GUIDE TO REMOVING BRAKE BLEEDER NUTS

AVOID COMPLAINTS OF JUDDER First Line says Disc Thickness Variation (DTV) can easily develop as a result of minor oversights during the installation process or not taking care during the bedding in process. Follow the correct procedures and you’ll significantly reduce complaints of judder – saving time and inconvenience for technicians and customers.

Excessive use of copper grease on the back of brake pads can lead to serious risk of contamination and before any brake discs are installed, it’s vital the mounting surface of the disc and the vehicle’s hub are clean; free of rust and debris. The hub should be cleaned using a soft wire brush or emery paper, then wiped with a cloth and solvent. The smallest piece of dirt or rust can, over time, can affect the disc and induce Disc Thickness Variation (DTV), which leads to complaints of judder. This will drastically reduce the life of the discs and void any warranties.

Once installed, the disc run out should be measured before re-assembly of the caliper and associated components. If the run out exceeds 0.08mm, the disc must be removed and the hub cleaned again. If this has no effect, the hub should be measured for run out as well.

Hub run out in excess of 0.04mm is likely to cause a problem and should be investigated.

BRAKING

New pads and discs installed together must be bedded in properly to ensure a great pedal feel and promote longevity of the components. When done correctly, associated issues relating to brake squeal and complaints of judder are unlikely.

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Borg & Beck BECKTEC coated brake discs have a water based coating using Zinc-Aluminium flakes, which protects the disc inside and out against rust and corrosion. This needs to be removed by performing a few very light braking applications – cleaning off the surfaces without building up too much heat in the discs. Sufficient bedding in then needs to be carried out, to gradually autotechnician.co.uk

build-up heat in the discs and pad compound to a point where a thin layer of transfer film is laid down smoothly and evenly onto the disc surface, minimising the chance of judder.

The bedding in period lasts about 400 miles, advise customers to avoid heavy braking, unless an emergency, as rapid heat buildup can create thermal shocks, causing surface cracks. When bedding in new pads and discs, it is also important to avoid sitting stationary with the brakes

firmly applied – this can create hotspots, especially if the braking system hasn’t had sufficient time to cool. The hot spots can create an uneven surface, resulting in DTV. First Line’s Borg & Beck brake kits provide all the relevant components needed, preventing potential issues that can arise from mixing and matching and re-using worn parts.

View an extended article on www.autotechnician.co.uk.

01869 248 484

ECO-FRICTION

®

GREENER & SAFER

LOGICAL O ET ECO EC

O ECHN LOGY • E ET CO LO

• GY

AL OE TECHNO GIC LO LO

OGY • ECOLOGI OL CA HN

ECOLOGICAL OE TECHNOLOGY OUR PIONEERING ECOLOGICAL TECHNOLOGY ONLY GIVES YOU BENEFITS:

Greener: offering low/zero-copper brake pad formulations, reducing heavy metals and emissions

Safer: premium quality brake pads guaranteeing best-in-class stopping performance

OE technology fitted on Audi A4 and Mercedes-Benz C-Class

New and improved packaging features

The Ferodo brand is a registered trademark of

THE LIMITATIONS OF R90 A VISIT TO FEDERAL-MOGUL’S PRODUCTION SITE REVEALS SURPRISING TRUTH BEHIND BRAKE TESTS

Necessity is the mother of all invention and way back in 1897, the beginnings of the modern brake pad could be found on Dr Herbert Frood’s workbench within his humble shed, which still stands in the grounds of Federal Mogul’s production facilities in Chapel-en-le-Frith.

The father of the Ferodo brand developed and patented a rudimentary, yet effective, braking system using wood, rope and leather to solve the problem of brake failure on carts hauling stone out of the Peak District quarries down to the canal network. The next twenty years saw the product evolve until during the 1920s, the first brake lining using asbestos was introduced. The damaging effects of this naturally occurring fibrous material were not realised until many years later but by 1980, Ferodo was producing pads with zero heavy metals and no asbestos and they were the first company to introduce copper-free brake pads in 2014. Alarm bells first rang on the effects of copper on the environment in San Francisco bay – it was discovered that brake dust entering the storm drains resulted in many dead fish! Legislation will mean that all pads will be copper-free by 2025.

THE ART OF TRIBOLOGY As expected, there is a highly-controlled science behind making braking material and increasing restrictions are in place to reduce dust and emissions. During our visit to Federal-Mogul, R&D manager David Holme explained that modern brake pads are highly sophisticated and are probably the most complex materials fitted to a vehicle.

The company is at the forefront of using ‘tribological fingerprinting’ to understand and predict chemical interactions and this work led directly to the Eco-Friction copper-free range.

BRAKING

Pads can contain thirty individual ingredients, from a stock cupboard of several hundred materials, each with different physical characteristics and uses, and it is up to their material scientists to combine the ingredients in a balanced way, to produce the best compromise of longevity, price and performance – depending on the customer’s preference.

22

Surprisingly, it is only two per cent of the brake pad which is abrasive and actually stops the vehicle, with the remaining ninety-eight per cent made up of binders, strengthening agents and lubricants, which are added to enable it to do its job under all conditions. In particular, getting the lubricant mix right is crucial to delivering the same performance and feel each time – and this is what you are paying for with OE pads. autotechnician.co.uk

THE GREAT BRITISH BAKE OFF! The material scientists within the R&D facility, a miniature version of the factory next door, compare the process of making a brake pad to that of baking a cake. First, hundreds of both dry and wet ingredients are weighed for the experimental prototypes and then mixed using different techniques, depending on the ingredients. Steel fibres are then added in what looks like an industrial cake mixer and then either ‘cold pressed’ or ‘hot pressed’ into pads. Backing plate features are then added to address safety and noise issues before curing, then it’s time to grind and add finishing touches, such as scorching the plate to reduce bedding time and adding features such as grooves.

The pads finally head to the spray booth.

The prototypes are then ready for the test labs where the chemical and physical properties are analysed in 20 various tests, including: compression, shear and stiffness tests, and 24 and 48 hour cycles in the salt spray tank to test corrosion behaviour. High temperature thermal tests are also performed to see what

The Ferodo brand has certainly stood the test of time – 120 years on from Dr Frood’s first brake pad within a humble shed, which proudly stands by the entrance of Federal Mogul’s Technical Centre.

Braking technology continues to evolve through necessity; to reduce emissions, be kinder on the environment and deliver on performance and Federal-Mogul’s commitment to innovation and quality will ensure their place in the market for many years to come.

temperature the pad burns out to check brake fade. Furthermore, sonic equipment checks the natural frequency of the pad and chemists look under the microscope to check for any defects in the mix.

Light vehicle dynos are used to simulate any driving conditions and prove more consistent over real life testing – the aim is have a product which gives the same pedal behaviour under any temperature or driving condition. The biggest challenge faced by VMs is judder and squeal, so thorough NVH testing is carried out to isolate all sounds – although issues tend to stem from suspension and caliper design and not the brake pad material itself. Damping material can be added to the brake pad to prevent the sound being generated at source.

The final stage is vehicle testing – loaded vehicles fitted with pressure and temperature regulators are put

R90 – THE EU BRAKE TEST THAT STOPS SHORT OF EVALUATING COMPLETE BRAKING PERFORMANCE All vehicles manufactured after 1998 must have brake pads that comply to ECE R90, a performance test which seeks to guarantee equivalent performance within 15% of the original part. Around 400 of these tests are conducted by Federal-Mogul every year, each witnessed by a government official to earn the approval. The legislation was introduced back in 1990 with the aim of eliminating unsafe product from the market, but the test is very specific – testing vehicle stopping only under dry conditions, at 80% of the maximum speed of the vehicle and at gross vehicle weight. Federal-Mogul

through their paces at test tracks around the world, including MIRA in the UK. If any issues arise at any stage, the mix or manufacturing technique is altered, with hundreds of parameters to consider and balance, and the process starts all over again. It usually takes around 18 months to develop a prototype into a new product ready for market. Once formulations are approved, the pads go into production within the onsite factory, which currently produces in excess of 24 million pads each year for vehicles such as the VW Golf and Ford Focus.

Largely, production is for OE – although everything that goes into the OE box also goes into the aftermarket Premier range box, with the aftermarket bound products made on exactly the same lines, only the car maker’s mark and sticker on the box differentiates them.

believes a wider range of testing is really required to reflect the variety experienced in real driving conditions.

For example, R90 legislation makes no assessment under wet driving conditions – surely an essential measure of safety? Using a recognised OE test to measure average stopping distances in wet conditions, quality competitor products stopped a car at 60 metres in the dry but in the wet, only managed 250 metres, with one taking over 600 metres to stop the vehicle – and this would still pass the R90 stamp of approval! All Ferodo product is tested under both wet and dry stopping conditions to ensure satisfactory performance every time.

Take a look at Ferodo’s online technical support at www.ferodo.co.uk to find solutions for common technical problems, like judder, noise and vibration, in-depth guides on visual problems on brake pads and discs and step-by-step installation guides on difficult brake installations.

• Of the 10 top-selling vehicles in Europe, Ferodo was fitted as OE to 8 of them.

• Ferodo Premier range has been shown in tests to provide the shortest stopping distance, guaranteed 10% to 68% longer pad life, OE matched noise control, best pedal feel, while still being kinder to the environment

autotechnician.co.uk

BRAKING

• By 2025, all brake pads will need to be copperfree. Ferodo launched its pioneering Eco-Friction pads back in 2014, providing the same stopping power as Ferodo Premier brake pads.

The launch of the Eco-Friction zero copper pads on the new Mercedes-Benz C-Class marked the first time ever that such an innovative technology was made simultaneously available to the OE market and the aftermarket.

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BORG & BECK SUPPLIES OE TOO!

Offering a comprehensive range of over 37,000 references across 60 different product groups, including without doubt the most desirable braking components in the UK Aftermarket. Borg & Beck are pleased to shout about their OE supply partnerships with many of the British Car Manufacturers.

Zenos Cars ďŹ t Borg & Beck as OE, so you can too.

Heritage Reborn www.borgandbeck.com

APEC CONTINUES TO GROW RANGE Among the releases are front pads for the 2015-on Kia Sorrento and 2009-on variants of the Fiat 500 and Doblo, plus calipers for the Nissan Cabstar and Iveco Daily from 2007-12 and 200610 respectively. The new items also include pads for the Audi Q7, calipers for the Toyota Avensis and Verso, and also wheel cylinders for Japanese marques and the Smart Forfour and Fortwo.

Apec Braking’s recent introductions provide over thirty new part numbers for a range of both high volume and specialist applications.

Apec parts cover 99% of all cars and LCVs on UK roads and are designed to be direct replacements for OE parts, with exactly the same fittings and performance characteristics. Every Apec Braking component is now covered by an extended guarantee – Apec will replace the part in the unlikely event of it proving faulty or wearing out within two years or 24,000 miles of fitting.

01454 285054

HOW DESIGN BENEFITS INSTALLERS AND CUSTOMERS TRW’s ‘True Originals’ campaign highlights a handful of the 4,000 scientists, designers and engineers who develop its parts. UK marketing manager Kevin Price explains: “The ‘True Originals’ campaign uses our own employees to bring the brand to life… we show how TRW injects every bit of its OE knowledge, experience and technical innovation into its aftermarket parts.”

Having designed and manufactured complete braking systems for VMs for many years, for the past 20 years this technology has been directly transferred into its aftermarket offer. Stephan Schwarz, senior product controller for brake discs in Europe, explains: “Our OE experience as ZF Aftermarket affords us innate knowledge of how each part operates within a system and how systems interact with each other.”

BOOK CUSTOMERS IN FOR A WINTER HEALTH CHECK

TRW introduced a small range of black painted discs in 2007, coated in a special paint developed in-house in partnership with a major VM. Now, due to customer demand, every TRW disc comes black painted, as standard. They are supplied in a special paper which inhibits corrosion instead of an oil film coating, saving workshops time as it eliminates the need to degrease before fitting.

The brake manufacturer has developed a winter driving video for road users, which contains useful tips for driving in hazardous conditions and helps put braking front of mind. Workshops can download the video at http://pagid.com/winter to show in customer reception areas.

Again, back in 2007, TRW introduced an integrated solution – disc, wheel bearings and ABS sensor ring – providing ng mounted wheel bearings assembled with equipment that ensures sures correct pressing in of the wheel bearings. This is coupled with either a ‘toothed’ or ‘magnetic’ ABS phonic ring, depending on the OE specification, and all the necessary fixing screws and d dust caps.

Sadie Jonas, business development manager at Pagid, comments: “We want drivers to be aware of how they can protect themselves and other road users in the harsh conditions of winter. It’s rare to see drivers increase their stopping distance gaps by ten times in snow and ice for example, but statistics prove that this is what is required to halt in time.

Other factors, such as lights, air-con and brake checks are often overlooked too, so we hope that Pagid’s winter campaign will make the UK’s roads safer”.

Bearings and sensor rings should be replaced each time a disc is changed, says disc specialist Stephan: “Attempting to re-use either the bearing or the ABS phonic ring could leave them weak and damaged... In addition, if the bearing is not pressed in at the exact angle, it causes higher friction of the turning parts which can seriously damage the wheels. This is a winwin situation for the customer,” he concludes.

Pagid is part of TMD Friction – a global manufacturer of friction products, which are available at Euro Car Parts.

autotechnician.co.uk

BRAKING

TRW offers a range of High Carbon Discs which offer better stability and performance for more powerful engines, allowing the discs to run cooler, meaning they offer optimum performance and are less likely to distort and suffer from noise vibration and harshness (NVH) problems such as hot judder and brake squeal.

Winter can bring many opportunities for garages and it is vital that motorists understand the importance of keeping their vehicles fully maintained when there is harsher weather to contend with. Pagid says that workshops should encourage their customers to book in for a winter once-over and brake service, and remind them of the value of investing in high-quality brake pads, specifically designed for their vehicles.

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COPPER-FREE BRAKE PAD RANGE Delphi’s environmentally friendly copper-free brake pads cover 95% of European and Asian car parc applications and can reduce brake pad wear by more than 30%. It has introduced the range nine years ahead of 2025 legislation to reduce copper materials in braking components to just 0.5%.

The new formulas offer improved brake fade performance for increased safety with excellent feel.

“Copper is generally used as a performance enhancer in braking and can’t be easily replaced, so you need to reengineer the entire friction material,” explains vice president Chad Smith. “We engineered the new copper-free friction formulas to provide a more stable friction coefficient over varying conditions. This helps increase the confidence a driver has in a vehicle’s braking; we have also reduced the amount of brake pad wear by more than 30% in some cases.”

Delphi says the new range of copper-free pads will provide garages with business growth opportunities. “Making money on pad changes means fast fitting to OE standards,” concludes Smith. “If the customer returns with squeaky brakes, all of the profit and more is lost. Delphi pads contain chamfers, shims and slots to original vehicle manufacturers’ specifications, helping to ensure every job is right first time.”

Delphi introduced 53 brake pad part numbers in 2016 and is currently working on a number of additional range extensions.

BRITISH BRAND SUBJECTS PRODUCTS TO SUPER R90 TESTS British brand Comline is enjoying success both at home and abroad, with its range of ‘all-makes’ replacement parts, with its braking, and in particular its brake pads, leading the way.

A comprehensive range is available, combining value-formoney and consistent, reliable performance.

Autotechnician took a closer look at Comline’s recipe for brake pad performance. “It all starts with consistent manufacturing,” says Dr Keith Ellis, director of braking product development. “Comline pads originate from our own production facilities, giving us complete control over materials, specification, process and quality assurance. This uniformity in the manufacturing process is key to delivering reliable performance from each and every pad.”

Its brake pads are all manufactured using the same, specially formulated, NAM112A friction compound, which is proven to provide exceptional braking performance and noise properties across a range of conditions, temperatures and pressures. The pads are subjected to rigorous testing – described as ‘super R90’ – which surpasses the minimum requirements laid out by ECE R90 regulations. One example of this is a ‘hot shear test’ designed to test the shear resistance of each pad at 300°C. Dr Keith explains what other extensive testing is conducted: “We push our pads beyond the R90 minimums with more extensive dyno and on-vehicle testing. This includes hot-shear testing, as explained; wear testing, which tests durability across a range of temperatures; and noise testing at a range of speeds and pressures.”

BRAKING

01582 578 888

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Technical Help from Tech Corner How to test the TRW EPB for the purposes of the MOT t

The TRW EPB has software incorporated in the ECU for this type of test.

t

The ECU checks the speed of all four wheels. If the front two are stationary, and the rear two are moving, it assumes the vehicle is on the rolling road.

t

This sends a message to the ECU that the operator wants to perform a test, and that the vehicle should be on a rolling road. Vehicle MFD displays message ‘parking brake under diagnosis’.

t

To conduct the test, pull and hold the parking brake switch.

Expert advice from the TRUE ORIGINAL Equipment Supplier Visit TRW’s Tech Corner for more free tech tips, how to guides and videos: www.trwaftermarket.com/en/register-with-tech-corner autotechnician.co.uk

27

SIMPLER WAY TO REMOVE BRAKE BLEEDER NUTS

corroded ble

eder nut

V

Brake bleeder nuts rust easily and it can be difficult to remove them as they are usually placed in inaccessible areas. The new Mini-Ductor Venom m handheld induction heating tool simplifies the task by using invisible heat eat to heat up ferrous metal (containing iron) and some non-ferrous metal, parts rts in seconds. ves This enables you to release seized hardware, remove all types of adhesives afely bonded to metal and thread lock compound much quicker and more safely ding than using traditional naked flame heating, without damaging surrounding areas.

V

When a torch flame hits metal, most of the heat is blown away from thee load, wasting energy and transferring heat to unwanted areas. With the Miniool Ductor Venom, nearly all the energy is applied to the load, making the tool faster and more energy efficient than a naked flame. Technicians don’t need pe. to run the risk of using a torch which could damage the brake line or pipe.

bend coil to sh

ape

nough The Venom’s bendable coils are ideal for hard-to-reach areas and thin enough to wrap round the nut and heat it in seconds for easy removal. Using thee coil, a ¾” nut is heated red hot in around 15 seconds. The heat expands the nut and breaks any corrosion bonds.

V

HOW TO REMOVE A STUCK BRAKE BLEEDER NUT: T:

heat for 15-2

0 secs

EQUIPMENT NEEDED: Heat resistant gloves, overalls, goggles and a respirator mask, if smoke will be produced from heating.

STEP 1: Fit correct size coil STEP 2: Bend coil to correct shape STEP 3: Attach coil using twist lock STEP 4: Heat the nut for 15-20 seconds Be cautious not to overheat or turn red hot er STEP 5: Immediately use a selected tool to unscrew the bleeder nut and dispose of excessively heated hardware.

01953 859 138

GSF GROW VETECH BRAKE PAD COVERAGE

BRAKING

GSF says its Vetech braking programme, which offers a range of brake pads for price-sensitive work, has developed significantly over the last 18 months and now includes 550 references, with the focus on covering popular cars that are three years and older.

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Vetech pads are sourced from leading global manufacturers to meet European Regulation 90 (R90) and are available exclusively through GSF Car Parts. All are supplied with a 5ml single application brake grease sachet. The copper-free lubricant ensures smooth movement of braking components – minimising noise and vibration. Apply the grease sparingly where the pad assembly meets the caliper, or where brake shoes contact the wheel cylinder. The grease is specified to resist both water and high temperatures. It is also fully compatible with ABS and other electronics. For further information, contact your nearest branch of GSF. autotechnician.co.uk

Be ready for anything this winter Winter brings extra challenges - both on the roads and in the automotive trade. You need to be ready for any challenge and every opportunity.

With high quality, OE-approved braking solutions covering 99% of vehicle makes and models, combined with excellent availability, service and support, Pagid delivers the complete braking solution for winter.

Choose Pagid, and be ready for anything winter throws at you.

pagidprofessional.co.uk

PagidUK

@PagidUK

@PagidUK

PagidUK

Pagid is a trademark of TMD Friction

ADVANCING BATTERY TECHNOLOGY HAS MEANT PREVIOUSLY SIMPLE TASKS HAVE BECOME MORE DIFFICULT AND THE POTENTIAL TO DAMAGE SENSITIVE ELECTRONICS HAS INCREASED – THE ONLINE BATTERY LOOKUPS, UNIVERSAL CHARGING FEATURES AND BATTERY SUPPORT UNITS HERE WILL ENSURE YOU DON’T END UP BEING CHARGED FOR MISHAPS!

CHARGE AND SUPPORT IN THREE EASY STEPS Back in the day, changing a battery, charging or starting a vehicle and carrying out diagnostic work were much simpler tasks before battery technology and related vehicle electronics became more complex. Great care must now be taken or you risk damaging electronics and losing vehicle functions.

GYS believes that whenever a technician is working with a battery, the equipment must meet certain criteria. Firstly, equipment must be safe to use with the battery in-situ. Chargers must offer complete protection to ensure that no damage can be done to the vehicle’s electronic system – including protection from overvoltage, polarity reversal and prevention of sparks.

Following this, equipment must be able to work with AGM, EFB, Stop-Start, Silver/Calcium, as traditional constant current chargers are not compatible with the latest battery types.

GYS says it is invaluable that equipment can safely charge when the battery type is not known. Technicians will have experienced the difficulty in locating and identifying the battery type in many vehicles. Universal mode offers a solution simply to ‘connect and go’, giving the assurance that the charge will be conducted safely without requiring the technician to identify the battery type.

BATTERIES & CHARGERS

For Charging, GYS’s Batium range is compatible with all battery types, has a Universal Mode and protects the vehicle’s electronics; you simply connect, select the voltage and leave to charge. For Starter Chargers, the Startium range uniquely offers the charging functionality of the Batium combined with the convenience of a powerful starter. For Battery support, the Diag-Startium offers all the features of Startium but has a 60A battery support unit to sustain the vehicle’s electrical system during diagnostic work.

Alternatively, there is the GYSFlash range of specialist battery support units offering up to 100A of battery support.

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GYS has produced a free technical guide to simplify product selection. Email the GYS team at uk@gys.fr to request a copy.

POWERFUL ONLINE BATTERY LOOKUP Yuasa has upgraded its online battery lookup system, enabling you to look up the correct battery type more quickly with a photo number plate lookup feature and access product upgrades and live technical support.

Designed to help mechanics and technicians save valuable time and money, the system is free to use and can be accessed online at fit.yuasa.co.uk or by pushing a Yuasa USB Smart Button.

Users can find the right starter or auxiliary battery for all vehicles by simply taking a photograph of the registration plate on their device and the system uses automatic number plate recognition to identify the vehicle and find the correct battery. Registration or VIN numbers can also be manually entered – standard fit, upgrade and upgrade plus options are then provided.

The system, already used by over 80,000 mechanics and technicians, also features a rapid make/model search, a comprehensive battery cross reference search and advanced browse battery function.

James Douglas, marketing executive at Yuasa says: “Our brand new online battery lookup system is far more than just a battery finder. Along with having the widest coverage and greatest accuracy, we have developed lots of exciting advanced new features including photo number plate lookup and live technical support which allows users to chat to members of our technical team in real-time whilst on the site.”

Yuasa’s new system displays a host of vital information such as battery type, fitting time and battery location, users can also access detailed fitting instructions and battery information if required.

For vehicles with advanced technology such as Start-Stop, the replacement battery must be the same specification as the OE battery, so the correct option will be displayed. For standard ignition vehicles, the system will present Yuasa’s good, better and best options with the corresponding features and benefits – a useful tool for upselling.

Try the system at fit.yuasa.co.uk

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BATTERIES – They’re in our DNA

The Power of Partnership The new group name for Hefra, Manbat France and Manbat UK is ECOBAT Battery Technologies

• We are the world’s number 1 experts in lead technology • And we’re the world’s number 1 lead manufacturer • Our Pan-European network makes us Europe’s number 1 battery supplier • We use closed-loop production to ensure 1st class environmental responsibility

• Because you are our number 1 priority

P R E V I O U S LY T R A D I N G A S

B AT T E R Y T E C H N O L O G I E S

THE ANATOMY OF A BATTERY

Of the m myriad of automotive components, the humble battery is possibly one of the most difficult to evaluate in terms of its quality visually – whether premium or substandard, they all look virtually identical. However, with batteries, the phrase “you get what you pay for” is particularly pertinent, because it’s what’s in the case that makes all the difference.

Although absorbed glass mat (AGM) and enhanced flooded battery (EFB) batteries are very much in the spotlight due to the popularity of Start-Stop technology utilised in current vehicle design, the traditional starter, lighting and ignition (SLI) battery is still by far the most common aftermarket replacement.

BATTERIES & CHARGERS

From the outset, it is worth clearing up a point of confusion, which is, whether SLI, AGM or EFB, all are lead-acid batteries and the underlying principle remains the same, as within the case are situated six ‘cells’ that each provide 2.1-volts and which, joined in series, provide the 12.6-volts that generally constitute a ‘fully charged’ 12-volt battery.

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HOW A SLI BATTERY WORKS In a typical SLI battery, lead and sulphuric acid/de-ionised water solution (the electrolyte) make up the primary elements within the case, which must be nonconductive to electricity and naturally, acid resistant. Each cell consists of lead and lead oxide electrodes in the form of plates – the number, design and quality of which define the performance of the battery.

The lead provides the negative electrode, the lead oxide the positive, which when submerged into the electrolyte causes a chemical reaction that ultimately produces autotechnician.co.uk

electrons that provide the battery’s power, directed to the conductive positive and negative terminals.

The chemical reaction produced within the cells slowly causes the lead and lead oxide to combine with the acid to become lead sulphate, which gradually reduces the electrons that can be produced and therefore, the efficiency of the battery, as it ‘discharges’. However, when the battery is charged, the lead sulphate is restored back to lead on the negative plates and lead oxide on the positive plates.

THE DIFFERENCE WITH AGM When it comes to AGM batteries, the fundamentals remain common to their SLI cousins, apart from the fact they are termed valve regulated lead-acid (VRLA) batteries because they are sealed and recirculate the hydrogen/oxygen gas produced during recharging within the case, rather than allow it to escape through a vent and the electrolyte liquid is absorbed into a micro-fibre mat, as opposed to being free to move.

The pure-lead plates within an AGM battery are very thin and, as they are separated by a layer of micro-fibre mat that is also very thin, it is possible to fit several plates into each cell, providing a greater total lead

surface area, reducing internal resistance and boosting the battery’s efficiency.

Premium quality batteries such as the Lucas and Numax ranges offered by ECOBAT Battery Technologies have the added benefit of encompassing ‘punched plate’ technology on their negative electrodes, specifically designed to further increase the efficiency when it comes to the transfer of current and subsequently this reduces power loss.

As the largest lead smelter and therefore the principle supplier of lead ingots to the world’s battery manufacturers, ECOBAT Technologies is also at the forefront in the development of lead and lead alloys, enabling it to engineer the formulation of these key elements to ensure the optimum performance characteristics of the battery.

This area of expertise is also of direct benefit to EBT customers as it is uniquely placed to specify the most appropriate of these key elements when drawing up the specification for both the Numax and Lucas battery programmes.

Contact ECOBAT Battery Technologies on 01743 218500 for further information.

ARE YOU ǁorking safely ǁith aƩeries͍ aƩeries have changed and there are risks from ǁorking incorrectly ǁith the vehicle electronic systems. To stay safe ǁhen ǁorking ǁith the once humble baƩery requires the right tools and equipment. thether it͛s for Charging, StarƟng or aƩery Support - GYS believe that the ideal tools and equipment must meet 3 simple criteria, encompassed ǁithin the GYS ϭ-Ϯ-3 test.

THE 123 TEST Safety ✓ Provides protection for the vehicles’ electronics

✓ Safe to charge in situ - no need to disconnect from the battery

✓ Polarity reversal protection ✓ Incorrect voltage protection.

All Battery Types ✓ Smart: advanced charging curves to suit the battery type e.g AGM, EFB, Stop Start, Silver/Calcium.

ADVANCED STARTER CHARGER R STARTIUM

Universal Mode ✓ A function allowing the user to charge the battery safely when the type is not known.

The only product of its type on the market to: Wrovide comprehensive protecƟon for the vehicle AND Charging curves for the latest baƩery types AND hniversal mode

3 IN 1 STARTER, STARTER CHARGER & BATTERY SUPPORT UNIT DIAG-STARTIUM Same features as the StarƟum ǁith the addiƟon of ϲϬA baƩery support unit to protect vehicle electronics during key onͬengine oī diagnosƟc ǁork

ADVANCED CHARGER BATIUM Simply plug in, connect to the baƩery, select the voltage and leave to charge safely regardless of baƩery type

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UNIVERSAL MODE The ability to safely safe y charge when the baƩery type is not no known known. known nown. o .

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DANh&ACThZ Z K& ATT ZY DA/NT NANC Yh/WD NT

YOU MUST REPLACE ‘LIKE FOR LIKE’ We are approaching the 10-year anniversary since the introduction of Start-Stop technology, using a single AGM (Absorbent Glass Mat) or ECM (Enhanced Cyclic Mat) battery. Volkswagen introduced the concept in the mid-1980s with their Mark II, Polo Formula E, but this never really took off. The EU’s determination to cut vehicle CO2 emissions has been the massive driver for vehicle manufacturers and the introduction of advanced battery technologies has resulted in a significant increase in vehicles on the road that now have this fuel saving and environmentally friendly capability.

CHARGERS AND BATTERY SUPPORT When conducting diagnostic work, whether simple jobs such as fault code reading or more complex work when ECU or module re-programming, the vehicle ignition must be switched on for extended periods of time, which can lead to rapid discharge of the battery causing work to stop, loss of data or damage to sensitive electronic components.

Such work requires battery support. The new SmartChargePro range from Ring Automotive comprise 8-stage chargers with a battery support function to sustain a vehicle’s electrical system during diagnostic work. The constant voltage input prevents loss of power when connecting diagnostic equipment or data uploads to a vehicle, that could otherwise potentially damage the ECU or disrupt the diagnostic process.

If a vehicle is fitted with a Start-Stop battery then the replacement must also be of the same technology; not a standard starter battery.

High-end vehicles with regenerative braking require an AGM battery; other Start-Stop vehicles may have an ECM battery fitted. Other terminologies for ECM are AFB (Advanced Flooded Battery) or EFB (Enhanced Flooded Battery); all three are the same technology, just with different names.

These batteries must not only have enough cranking performance to start the vehicle, but must be able to supply the lower electrical loads required, such as lights and air con, when the engine is not running. Standard batteries don’t have this capability and if the correct product is not fitted, it will fail prematurely. If an AGM battery is fitted, then it must be replaced with an AGM of the same or higher electrical specification. If an ECM (AFB/EFB) battery is fitted it must be replaced with an ECM (AFB/EFB) of the same or higher electrical specification and there can also be an upsell to an AGM product.

Today, Platinum International’s Start-Stop range covers 99.9% of the European Start-Stop vehicles.

The SmartChargePro range includes two 12V models; 25A and 50A. The 50A is ideal for high power consuming vehicles such as Mercedes and Land Rovers.

As the fitment of batteries becomes more complex it is essential that you have the tools to ensure the correct battery is fitted – failure to do so could result in increased warranty returns due to premature battery failure, leading to a loss in profits and unhappy customers.

To combat this, one way to ensure you are fitting the right battery is to use the Connect Portal. This provides vehicle specific fitting times, a step by step fitment guide and access to the Platinum Connect battery diagnostic tool, which resets the vehicle’s ECU following fitment.

There is also a manual recondition function to recover batteries from a deeply discharged state to improve performance and allow the battery to operate at full capacity. The SmartChargePro range will also adjust its charge rate to compensate for any increase in battery temperature to fully protect the battery.

The chargers feature a programmable ‘Multi-Chemistry’ feature, enabling users to set the charging profile to suit the battery chemistry type (AGM, Calcium, GEL or Lead), to provide the best charge to suit battery type, maximising battery performance.

0113 213 7339

0845 063 9999

BATTERIES & CHARGERS

RE-ENERGISED BATTERY PROGRAMME

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Battery related issues remain the root cause of most vehicle breakdowns and one in three vehicles enter workshops with defective or underpowered batteries.

This time of year, battery performance is reduced by as much as 35% as temperatures hit freezing.

The Classic range is designed for smaller capacity engines and older vehicles, providing a cost-effective product which is maintenance-free. Its Premium range suits all classes of vehicles, designed to match OE performance and provide a long service life.

HELLA has recently reviewed, updated and expanded its range to provide the most appropriate product for the varying needs of drivers and consists of four models: Classic, Premium, Supreme and AGM, to cater for every application, from passenger car and light commercial vehicles to heavy duty and agricultural.

The Supreme range provides a higher than OE spec for vehicles with extremely high energy demands – particularly for diesel engines and vehicles with many electronic devices and energy-sapping additions.

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The HELLA AGM range is ideal for the growing number of vehicles with Stop-

Start functionality, giving excellent cyclic capacity and providing up to 50% more starting power. } hella.sales@hella.com

LOST OPPORTUNITIES FRANK MASSEY OF ADS AUTOMOTIVE BOOSTS HIS WORKSHOP’S BATTERY SERVICE The battery is the oldest electrical component fitted to a vehicle and due to a varying degree of complacency, I believe our industry has fallen behind in understanding its rapid recent development and has missed opportunities in maintenance, diagnosis and repair.

I can, with a degree of shame, admit to not testing batteries as thoroughly or often as we should have over recent years but we have rectified this over the past several months by taking part in the Yuasa battery testing programme. The programme has helped not just in updating our knowledge of battery technology, but has highlighted the need and opportunity in offering our customers a professional health and charge status report.

Our experience has shown that around 60% of batteries in vehicles coming through our doors are under

voltage and sufficiently down on capacity to warrant replacing. Before you assume this is a simple sales drive, please consider how important the battery has become, its responsibility and effects on the reliability of complex network systems.

Several vehicles, especially common rail diesels, have had the incorrect capacity battery fitted as customers often choose cost over application.

This results in slow rotation speeds and delayed start problems. StopStart vehicles must have either EFB or AGM batteries if serious damage is to be averted. Also, do batteries fail more in winter? Not necessarily, hot temperatures cause an increase in self-discharge!

The theoretical storage life of a battery is three months, with careful handling this can be extended to six months. The minimum voltage should not drop below 12.6 volts – do

you check new battery deliveries for health and charge status? So, what’s the problem? If it’s a bit low recharge it, right? Note that each percentage drop below 12.6V will reduce the cell capacity and its service life.

New batteries will not reach the full capacity until it has been formatted, this process forces impurities off the cell surface. A battery voltage of 11.3V = SG1.038 or less is unrecoverable, scrap it. Battery capacity is a simple matter of cell area, the more the better.

The traction battery is designed to provide a high current over a short period, to convert chemical energy stored in the electrolyte cocktail the cells are much thinner than leisure batteries. The traction battery should be maintained with a voltage above 12.6V = SG 12.55. The recovery range is 12.72V-12.36V.

BATTERIES & CHARGERS autotechnician.co.uk

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THE RELATIONSHIP BETWEEN PERFORMANCE AND PRICE What is a budget battery? Well I guess it’s much like all budget components, you get less. You may have noticed a budget battery with the same performance rating as a premium brand. A common way of achieving this is to increase the acid strength. It may work in the short term; however, acid corrosion will greatly reduce its life span.

Acid stratification is a problem often brought about in winter when the battery charge falls below 80%. Short journeys and incomplete charge cycles, where insufficient heat is generated to reduce the internal resistance, are to blame.

Hot temperature failure is interesting.

Above 60 °C you get accelerated plate degradation. Every 10 degree rise in temperature doubles the self-discharge rate of 0.1V to 0.2V per month.

PRACTICAL TESTS How to test a battery depends on your technical assets. A minimum

of a conductance tester is required; this performs both health and charge status by applying a small proportional current through the plates. PicoScope diagnostics has a test programme that analyses voltage drop against current consumption.

Having entered the appropriate battery data and temperature, an algorithm calculates internal resistance.

Another practical test with the Pico is to conduct a similar test using the

600 amps clamp as well as monitoring voltage drop during an extended crank non-start test. The essential observation here is to assess voltage drop against current rise times during the lock draw period, then observe the recovery period once rotation has been achieved. Next, calculate the rotation speed and average current draw based on the following formula.

Ampere hour rating x 3.5 = cranking amps. www.autoinform.co.uk

BATTERIES & CHARGERS

TRAINING COURSES 2017:

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4th Feb Vehicle electrical systems- Voltage, Current & Measurements 5th Feb Scan Tools- Serial Data Analysis 4th & 5th March (;_b1Ń´; b-]movা1vĹŠ ubm1brŃ´;vġ uo1;7†u;v Ĺ&#x; $ooŃ´v 1st April ]mbাom v‹v|;lv b-]movা1vĹŠ -bѴ†u;ġ b-]movbv Ĺ&#x; !;r-bu 2nd April m|uo7†1াom |o v1bŃ´Ń´ov1or; 6th May ollom !-bŃ´ -u| Ć?ĹŠ ;1_-mb1-Ń´ Ĺ&#x; ‹7u-†Ѵb1 b-]movা1v 7th May ollom !-bŃ´ -u| Ć‘ĹŠ Ń´;1|ub1-Ń´ b-]movা1v 3rd June bu;1| ;|uoŃ´ -u| Ć?ĹŠ ;1_-mb1-Ń´ b-]movা1v 4th June bu;1| ;|uoŃ´ -u| Ć‘ĹŠ Ń´;1|ub1-Ń´ b-]movা1v 2nd Sept ollom !-bŃ´ -u| Ć’ĹŠ lbvvbomv Ĺ&#x; " ! b-]movা1v 3rd Sept bu;1| ;|uoŃ´ -u| Ć’ĹŠ lbvvbomv Ĺ&#x; †;Ń´ "‹v|;lv b-]movা1v 30th Sept m|uo7†1াom |o v1bŃ´Ń´ov1or; 1st October 7ˆ-m1;7 v1bŃ´Ń´ov1or; b-]movা1v 4th November b1o v1bŃ´Ń´ov1or; Ĺ&#x; u;vv†u; $u-mv7†1;u $u-bmbm] 5th November b1o ( $ooŃ´ $u-bmbm] Ĺ? obv;ġ (b0u-াom Ĺ&#x; -uv_m;vvĹ‘ 2nd December Vehicle electrical systems- Voltage, Current & Measurements 3rd December Scan Tools- Serial Data Analysis

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FOR MORE INFORMATION PLEASE CONTACT ANNETTE:

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Frank Massey is one of the UK’s leading ;Šr;u|v bm ˆ;_b1Ѳ; b-]mov࢟1v ‰b|_ oˆ;u 40 years of industry experience. He is remo‰m;7 bm |_; lo|ou bm7†v|u‹ =ou _bv †mubˆ-ѲѲ;7 ;Šr;u࢟v; -m7 hmo‰Ѳ;7]; -v ‰;ѲѲ -v u†mmbm] - v†11;vv=†Ѳ 1oll;u1b-Ѳ ‰ouhv_orĸ

WE TAKE A LOOK AT WHERE LIGHTING TECHNOLOGY IS HEADING, HOW TO BOOST YOUR BOTTOM LINE BY ADVISING CUSTOMERS OF THEIR OPTIONS AND INSTALLATION SUPPORT FOR INCREASINGLY COMPLEX PRODUCTS

LIGHT UP YOUR SALES THIS WINTER Winter can be a busy time for workshops as drivers prepare for adverse weather. Many focus on the obvious, such as tyres and batteries, but Henry Bisson at Ring explains why this is the perfect opportunity for technicians to offer advice that can add value to the customer and sales to their bottom line.

He comments: “For many customers, preparing their vehicle for winter will mean a mechanic paying attention to the obvious areas and as a result, bulbs can be overlooked. However, they are a great upsell. It’s not just about changing faulty bulbs, but advising customers to upgrade to get better light output and performance.

“Bulbs are an easy part to replace and they are also a critical safety component. Changing to a higher performance product means an extra safety measure and gives the driver reassurance in dark and sometimes dangerous conditions. By offering higher value performance bulbs, garages will increase their sales and profits per bulb. Customer satisfaction from improved light output and performance can also result in repeat business that increases both sales and profit going forward.”

Currently LED bulbs are for off-road use only, but once legislation has caught up with technology, LEDs will be more commonplace.

Predominantly used to upgrade side lights, indicator lights, brake lights, reverse lights and interior bulbs, they can last up to five times longer than the equivalent halogen bulb. Ring offers Performance and Premium LEDs, along with a brand new Filament Style LED, which are the very latest in auto bulb technology. Unlike other LEDs, the filament technology evenly distributes light like a traditional auto bulb.

As well as supplying products, Ring also provides the support garages need to be able to successfully upsell bulbs – from counter top stands to fitting guides and promotional videos, Ring bulb stockists have access to a variety of point of sale and marketing materials.

01132 132 000

Ring has a full range of bulbs that can be fitted to cars, vans and trucks of all models and sizes. The Xenon130 bulbs remain the brightest, providing 130% more light on the road and better reflections from road markings and signs than a standard bulb.

The halogen headlamp is also closer to daylight and promotes safer driving at night. Three new references have been added to the range – Xenon H1, H11 and HB4 join the Xenon H4 and H7 – these direct replacements for standard headlamps means no costly rewiring or switch upgrades.

LIGHTING

Xenon HID Bulbs, once limited to luxury cars only, are now fitted in a wider range of vehicles. Technicians are now experiencing a higher demand to replace HID bulbs and Ring supplies direct replacements to the aftermarket. These should be replaced in pairs to ensure an even colour, brightness and lifespan – Ring has produced a HID fitting guide and training video to support installation. autotechnician.co.uk

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THE FUTURE OF AUTOMOTIVE LIGHTING Vehicle manufacturers and OEMs are working with Osram to develop new lighting technologies such as Laser, Matrix (Pixel) and OLED (Organic-LED) to ensure they get the best light on the road ahead for their brand as well as their customer’s safety and satisfaction. We take a look at the cutting edge technologies…

OLED TECHNOLOGY OLEDs contain organic materials, enclosed by flat electrodes which serve as the electrical contacts. When power is supplied, photons are produced in the layers, causing the diode to emit light.

Since OLEDs produce light in very thin layers they are ideal for flexible lighting solutions. For example, 3D effects can be created by arranging the switchable light surfaces next to one another. The possibility of controlling individual light modules separately opens up even more design options such as dynamic functionality.

OLED also consumes very little energy.

This flexible lighting from Osram is now being fitted in the tail-lights of the new BMW M4 GTS production vehicle. With a total of 15 OLEDs per tail light and a brightness of 1.200 cd/m2, they guarantee optimum visibility on the road and perform all the rear light functions.

LIGHTING

MATRIX (PIXEL) LIGHTING

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A German research alliance has developed the basis for smart, high resolution LED headlights, which contain three LED light sources, each with 1,024 individually controllable light points (pixels). With the aid of sensors, the surroundings can be analysed to illuminate oncoming traffic, without shining into the eyes of oncoming drivers, see page 40.

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In current adaptive headlights, several LED components are installed side by side and on top of each other and additional electronic components switch light segments on and off. The number of segments is limited due to the restricted space in the headlight. In this new approach, electronic activation of the LED is integrated in the chip, giving much higher resolution and meeting limited space requirements. Osram has also developed a LED module that has an electrical and thermal interface, enabling a direct connection to the vehicle’s electronics.

The feasibility of the system has now been demonstrated successfully; when a smart, high resolution headlight is used, driving and weather conditions are continuously analysed and the adaptive light distribution ensures tailor-made lighting. At high speeds, the range of the light beam is increased automatically. In city traffic, wider light distribution improves safety and the pavement and peripheral areas are also better illuminated. These functions are implemented electronically with no mechanical actuators. With glare-free full beam, the driver always has the best possible light at night with no adverse effects for other drivers. Osram is now looking to develop this new type of highresolution LED light so that it is ready for serial production where there is enormous potential for its use in headlights.

LASER TECHNOLOGY This works with other driver assistance functions and throws light up to 600 metres on the road ahead. Osram has worked with BMW to develop a light source and headlight technology for a laser high beam which is already in use on the BMW i8 and BMW 7 series cars. An integrated failsafe system prevents blue laser light from being emitted in the event of a malfunction or crash.

Further generations have been developed which will soon be installed in other marques and BMW is planning to install laser light in several series cars which will be updated in the next few years.

With the introduction of so many new technologies, the need for traditional Halogen and HID Xenon bulbs is still present. The new Night Breaker Laser is a halogen upgrade bulb which provides up to 130% more light on the road ahead. The relaunched Ultra Life halogen bulb now has a 4-year lifetime guarantee and the new HID Xenarc Ultra Life range has a unique 10-year guarantee.

STILL NOTHING BRIGHTER.

2016

FULL PAGE RING AD

European laboratory tests prove Ring Xenon130 continues to outshine other headlamp bulbs†.

R

ringautomotive.com

BETTER, SAFER DRIVING.

For up to 130% more light on the road* *compared to a standard bulb

†Tested against market leading bulbs on sale in the UK September 2016

NEW LIGHTING SET TO REVOLUTIONISE ROAD SAFETY

A German research alliance, including original equipment and systems supplier HELLA, has developed the basis for a smart, high-resolution LED headlight, which, like its original Matrix LED, reduces glare and significantly improves driver visibility at night.

The new headlight contains three LED chips, each with more than 1,000 individually controllable light points, which can be adapted very precisely to suit the traffic situation and ensure the best light conditions at all times.

The headlight adapts to take account of the nature of the road ahead, ensuring there are no dark peripheral areas and in conjunction with the vehicle’s sensors, the surroundings are analysed for maximum illumination, without dazzling other drivers.

In the current generation of adaptive headlights, the LED components are installed in the headlights side by side and on top of each other, but due to the restricted space in the headlight, the additional electronic components required to switch the light segments on and off limit the number of segments the headlight can contain. In the new headlight design, electronic activation of the LED is integrated into the chip, overcoming space limitations and resulting in a much higher light resolution.

HELLA designed the entire optical system for the light modules and the cooling they require, as well as developing the prototypes. The result is an extremely efficient product that generates high light quality and ensures tailor made lighting to suit every situation. At high speeds, the range of the beam is increased automatically to illuminate the road ahead and when driving in the city, a wider light distribution is activated for improved safety; in addition to illuminating the road, the path and peripheral areas are also included in the light beam. These functions are implemented electronically: with no mechanical actuators and with a glare-free full beam.

This new concept is a further step towards digitalisation in the lighting sector. } hella.sales@hella.com

www.osraminstaller.co.uk

Light is Osram Sign up to the Osram Installer Programme now and ďŹ t the best from the biggest OE bulb manufacturer!

LIGHTING

Osram is the world leading Original Equipment supplier of automotive bulbs and lighting solutions. The professional installer programme allows exclusive access to helpful information and tools that can increase bulb sales. Osram are offering professional garages and workshops an opportunity to sign up to the Osram Installer Programme for free!

For details and to sign up visit: www.osraminstaller.co.uk

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NEW VALEOSCOPE HANDBOOK Valeo Service UK has launched a brand new technical handbook under its Valeoscope programme covering all lighting systems in the automotive aftermarket and includes training and technical support on how best to fit them.

Valeoscope‘s Lighting Systems publication contains helpful hints and product details on all Valeo lighting system ranges.

The 100 page handbook contains 21 sections including information on headlamp beams, halogen lamps, light source positioning and lighting systems servicing.

If you want to delve deeper than installation, section five of the document, ‘The lighting system: what is light?’, explores human visual perception to light sources evolutions, regulations, photometric knowledge, so Valeo customers can understand how the human eye interacts with light and can choose the correct lighting system for specific vehicles.

The new technical document also offers specialist training on how to install each lighting system throughout the various sections, as well as information about lighting technology, from replacement parts to diagnosis and maintenance.

The document is available via SlideShare.

01527 838 300

2016

The best performing halogen bulb yet

Game-changing technology, from one of the world’s biggest brands.

The new Philips RacingVision +150 bulb – winner of Auto Express coveted Best Buy, in its 2016 headlamp bulb test.

Available now from all branches of

and from

Why compromise when you can have the safest, best performing halogen bulb on the market?

LIGHTING

RacingVision from Philips

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“X”

MARKS THE SPOT

WEST SUSSEX-BASED INDEPENDENT X-BEX HAS GONE FROM STRENGTH TO STRENGTH SINCE OPENING IN 2013. ALEX WELLS DROPS BY TO DIG UP THE GOLD When one door closes, another opens. That was certainly true when the workshop doors closed for the last time at a franchised dealer in Burgess Hill, West Sussex, because it led to doors being flung open at a new independent – X-BeX.

is from the customer. I’m not going to worry when I’m not there because everyone else can take the same decisions as me.”

The story of X-BeX begins with the end of local Peugeot dealer Becks, hence the name.

Four years on and X-BeX is an established presence in the town, less than half a mile from where the dealership was based. The business has four bays, two lifts and 1,600 customers on its books. They share a facility with a local bodyshop, but that suits their purposes: “This gives us flexibility in how much area we’ve got and brings many benefits to both parties.

X-BeX proprietor Mike Reed explains: “The proprietors at Becks decided they’d had enough and wanted to close. When the customers got wind of it they said, ‘What are we supposed to do?’ and started haranguing us technicians.

WORKSHOP VISIT

“It was a situation where we had to respond.

We could do something if we found somewhere to do it. The proprietors were quite happy about this and we kept them in the loop. We eventually found where we are now and got going. Becks was closed up in the April and another opened its doors in May. It’s as easy as that. “

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In the workshop at X-BeX

ESTABLISHED PRESENCE

“We knew it had to be of a certain standard and it had to be within a certain radius.

Where we are ticks both those boxes.”

SPECIALISM Mike leads a team of five, who all co-own the business: “There’s Sue, my wife, on the front desk, Dave and John in the workshop, Jamie is the parts man and Man Friday, and me. Each member of the company brings their own specialism. When we set it up we wanted to make everybody accountable to the customer. The only way to do that is to make everybody the boss. Everybody can take a decision. Everybody knows how the accounts stand and what we have in the bank. We know what the expectation autotechnician.co.uk

“X” really does mark the spot

According to Mike, the years at Becks were very useful: “We learned a lot from what were really top quality businessmen. It gave us a different view over running a business. Not only did we get paid but we got educated.”

BEST ASPECTS The team has taken the best aspects from the franchised approach and left some of the other bits behind: “The way we deal with customers is totally alien to today’s dealer approach.

We try and keep the human face on it and keep all that ‘vehicle health check’ stuff away from the customers. Although we offer these services, the customers don’t get bombarded with it all the time.”

Mike has spent his entire career in the town, starting as an apprentice at Tilleys, a local Fiat dealer, in 1967, then rising to Director before selling up to Becks in 2003 and finding himself implored to stay by the customers and the new owners. Indeed, this link to the town’s automotive history is still helping X-BeX grow: “30% of our business is non-Peugeot. Generally speaking, what we are dealing with then is the second car in the household. Just recently though, we have been approved by the UK Barchetta Owners Club. It’s been difficult for them to find people that are even interested in looking at Barchettas. Well, we’ve got a heritage back in Fiats of that era. So, we have those vehicles coming to us now as a recommendation and that makes life a little bit more interesting for everybody and we’ve got a couple of old Lancias that come our way, again, heritage customers, and stuff like that.”

“We try to keep the human face on it. We try to know and understand all our customers and satisfy their needs as economically as we can. We don’t treat every visit as a profit opportunity; if there are things that need doing in the future we will flag them up for the future. No ‘well that needs doing now’ or any unnecessary pressure like that. We try and think of their money as much as anything else. ”Our customers have come to completely trust what we do. Every day I think we must never ever, ever break that trust. It’s a big pressure on us, but that’s what we stand by.”

Next month, Autotechnician visits James Etherington of VDS Performance in Surrey. A Volkswagen, Audi, Skoda, SEAT and diagnostics specialist who set up his own workshop last year.

WORKSHOP VISIT autotechnician.co.uk

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A BRITISH SUCCESS STORY THAT YOU WILL NOT HAVE HEARD ABOUT UNTIL NOW AUTOTECHNICIAN VISITS BARTEC AUTO ID’S BARNSLEY TRAINING CENTRE TO LEARN MORE ABOUT ITS TOOLS AND VISION FOR THE UK AFTERMARKET The British, family-owned company was formed back in 1992, specialising in radio frequency systems and producing tyre pressure monitoring tools (TPMS tools and systems) for the aftermarket under various brands, ever since. Last year, Bartec made the decision to promote its expertise under the Bartec brand in the UK and finally take the credit for its expertise.

Its TPMS products are used on the latest tyre and wheel technology in around 70% of European car plants, which means its tools work with all OE and aftermarket sensors and have extensive vehicle coverage.

PRODUCT DEMOS We were shown a number of product demonstrations at Bartec.

The TAP100, which is approved for MOT by the DVSA, was clearly very simple to use – assessing tread and pressure as well as tyre condition and tread wear on all wheels within a minute – with results sent via Bluetooth to a PC instantly. A report can then be printed to show customers if any repairs or parts are required.

Before the report is printed, a traffic light system on the tool visually shows the user whether tyres are either – safe and legal, legal but need to be monitored closely, or if tyres should be replaced.

The tool works with TPMS desktop software, providing vehicle lookups, software updates, technical updates and a reporting function to store and report audit data to cover the workshop’s liability.

“The Bartec TAP100 is a crucial piece of equipment; tyre shop customers need proof that they need to change their tyres, and tyre shops want to close the sale,” says MD Colin Webb.

“The TAP100 enables the tyre shop to save time, maximise its efficiency, scrap the paperwork, and automatically capture the data whilst maintaining that all important relationship with the customer.”

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The firm were particularly proud of its TECH500 tool, which is said to be the only TPMS scanning tool in the world that boasts a combination of Wi-Fi, Bluetooth, inductive charging and keyless ignition testing.

It programmes sensors, tests passive key entry systems and also detects and diagnoses sensor faults, which can be caused by a failed battery, mechanical damage or corrosion. It can also recognise whether the vehicle’s ECU or TPMS receivers are at fault. It offers extensive OBD vehicle coverage, including Asian, GM, Ford and French manufacturers and benefits from wireless charging.

The kit includes an OBD cable, Bluetooth dongle, universal charger and tool case. Further accessories and upgrades are also available, including a charging station, fast Bluetooth printer and charging pad.

MD Colin Webb explains how its close relationship with the largest valve and sensor manufacturers means it is in a strong position to best help workshops: “These relationships and our leading position of supplying TPMS systems in the car plants enable us to deliver the most up-to-date coverage of cars and sensors on our aftermarket tools. That means more repairs and more revenue for our customers and a high degree of confidence in our quality. Over 95,000 TPMS tool users in action across North America and 28,000 in Europe are exploiting that advantage.”

Bartec will shortly announce its 2017 program of technician training courses at its Barnsley offices.

Call 01226 770 581 to find out more.

IN THE GARAGE

IN THE WORKSHOP

ON SITE

YOUR NEW

BIGGER CAN autotechnician.co.uk

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NEW PRODUCTS AVAILABLE THIS SEASON, ALONG WITH FITMENT GUIDES AND PRACTICAL TIPS

UPGRADE BULBS SET TO RACE AHEAD

Philips new RacingVision H7 headlamp upgrade bulb is the first halogen bulb to be rated at +150% compared to the industry standard in a vehicle headlight test conducted by Auto Express and demonstrated an ability to light up the road 75 metres ahead on dipped beam.

2017 PROFIT OPPORTUNITY? TRICO Flex wiper blades provide a universal fit in a small amount of part numbers, designed to help workshops take up a simple, additional profit opportunity at a price that allows drivers to upgrade to beam blade technology without spending a fortune.

PARTS, TOOLS & TIPS

The range covers 97% of the car parc with just 14 part numbers and replaces both OE fit beam blades and upgrades conventional hook arm blades.

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The Flex range is easy to stock ‘on the shelf’ and can liven up the workshop area with its eye-catching livery. Brand manager, Sam Robinson, says: “This range is the perfect ‘first step’ for any garage owner or manager; it’s an additional profit opportunity with minimal stock investment: 97% car parc coverage but only 14 pieces needed.”

The blades can be easily connected for a quick replacement, feature a dual-point coupler to prevent streaking and are available in lengths between 350mm and 800mm.

01495 767 700

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RacingVision headlights are available in H7 and H4 variants and are now on sale from all branches of Euro Car Parts and from other authorised Philips distributors across the UK and Ireland.

The product is being promoted by rising Porsche race star Tom Oliphant, who recently clinched his first podium place and fourth overall in the Carrera Cup UK, in an encouraging debut season in the championship.

We have 25 Philips bulb change tool sets to give away. These include a pair of extended fork forceps to reach awkward bulbs and an extending mirror to see what you are working on. These are not available to buy, so email admin@ autotechnician.co.uk with ‘Philips’ in the subject line by Friday 17th February for your chance to grab one and avoid grazed knuckles!

BRAKE FLUID CONDITION CHECKS ARE VITAL Brake fluid is one of the most safety-critical vehicle components and yet the temperature-tested condition of brake fluid is completely ignored in the annual MOT test. Comma says this surprising omission from the annual safety check has never been satisfactorily explained by the DVSA and nationwide research initiated by the company and conducted through independent workshops showed that the brake fluid in over half of the cars tested at 200°C or less and needed replacing to restore full braking efficiency. Nearly a third of vehicles spot-checked had a potentially lethal temperature reading of 181°C or less and needed immediate brake fluid replacement.

Brake fluid is hygroscopic, it absorbs moisture, which progressively degrades the condition of the brake fluid by lowering its boiling point. The result is reduced hydraulic pressure, so-called ‘soft pedal’. Most VMs recommend that brake fluid should be changed at two yearly intervals, irrespective of vehicle age or mileage.

Comma’s brake fluid range meets strict international classifications and offers an appropriate product for most vehicles and braking systems.

The turbocharger people

BTN Turbo is the only UK supplier of all major turbocharger brands. Technical helpline available for diagnostic information on 01895 466663 or www.btnturbo.com.

WD-40 SPECIALIST RANGE TESTER: MARK SHIPMAN, AES YORK The WD-40 Specialist range supplements the brand’s famous blue and yellow solution and provides workshops with nine products, created to save the user time and mess across a diverse range of applications.

We gave Mark Shipman of AES in York the range of WD-40 products to try out in his workshop. Here’s what he thought of them…

GENERAL OVERVIEW: I liked the way the outlets work, lifting the straws 90° to the cans saves any accidental discharging.

The actual application is fantastic. Fingertip control can be used so as not to drench the job in hand and there are no drips after application from the straw ends, which saves further work. For example, I was replacing an exhaust temperature sensor high up on a Nissan Qashqai manifold and my usual greasing oil would have drenched it – extra time would have been needed either to clean off or leave the car running to burn off the excess. The precise control of the WD-40 can meant I only used minute amounts as and when needed and I was spraying at least two foot away!

FAST-RELEASE PENETRANT I used this the most. Every tight bolt had a small application and almost instantly became easier to work.

During the time I have been testing the products out, I have had two diesel injector jobs in and both were tight to remove. I liberally doused them before having a cup of tea, both came loose with just finger pressure, although I would like to try this on ones that are seized solid.

Specialising in French cars, we do a lot of glow plugs. I used this product as I would normally use my current oil – spray on cold, run to temperature, spray on when warm then work them – it performed equally well.

• • • • •

Releases seized exhausts Ball joint clevis pins Strut legs & hubs Panel securing bolts All parts & fixings that are exposed to the elements • Bolts including strut top mounting bolts • Wishbone assemblies

PRODUCT REVIEW

I used this a couple of times on seat runners. It does have a distinct smell that I think customers would notice if it was used on sticking gloveboxes/ door seals etc.

• • • • • • • •

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I used this numerous times on corroded sensor connectors and each time it cleaned most of the surface corrosion away – no vehicles have returned at the time of writing this.

I noted on the blurb sent with the product that it would clean alternators soaked in oil and I had a vehicle in that was drenched (with charge light on) due to a failed PAS pump. Usually, I would have changed it but I covered the alternator in the product, left it for an hour then started up – five seconds after start the charge light went out and the vehicle is still being used with no issue.

I will be replacing my current supplier with this when I next stock up.

SILICONE LUBRICANT

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FAST-DRYING CONTACT CLEANER

Window rubbers Window guides Bumper coverings Lubricates switches and latches Seat guides and rails Wing mirror pivots Dashboard compartments and storage areas Sun visor axles

• Brake cleaning • Alternators (particularly ones soaked in oil) • Wiring connections (particularly ones covered in oil) • EGR valves • ECU connectors • Electric window switches (particularly cars that carry children) • Trailer lighting systems and connections • Electric wing mirrors

WHITE LITHIUM GREASE

CUTTING OIL

PTFE LUBRICANT OIL

I used this on all the cars serviced – on door hinges and so on, I will be switching to this as the cans are easier to control when dispensing; my current supplier’s just goes everywhere, the WD-40 product looks neater and seems to work just as well.

I only used this once on an O2 sensor that had pulled threads on removal. I used a specific thread chaser and the above product, the threads were pretty bad and this product helped. I’ve previously used just a standard easing oil for this but this made it a lot easier and gave a cleaner cut.

I used this on a couple of door seals that were sticking and a stiff glovebox lid.

• • • • • •

• Thread cutting • Stud extraction • Any bolt to avoid ‘thread pick up’ (drilling out bolts) • Drilling into cylinder heads • General drilling & cutting

Door hinges Check straps Battery terminals Bonnet release Cables & guides in window mechanisms Tow Balls

• Dashboard components • Seat guides • Seat belt mechanisms • Lubricates switches and latches • Seat guides and rails • Wing mirror pivots • Dashboard compartments and storage areas

DRY PTFE LUBRICANT I used this twice on sticking seatbelts, both times to great effect. I will always have a tin in stock just for this use alone.

SPRAY GREASE Seemed to be a bit thick to use as an everyday service grease, I would probably use the white grease over this on check straps etc. I did use it on a window regulator that had become dry and it worked perfectly to reduce noise.

• Seat belt mechanisms • Seat guides • Clutch bearings • Clutch pressure plates (avoid contact with the surface) • Slip plates (Release Plates/ Release bearings)

• • • • •

Door hinges Check straps Battery terminals Bonnet release Cables & guides in window mechanisms • Tow balls

DEGREASER

• • • • • •

PRODUCT REVIEW

I used this for just general cleaning; the protective coating from brake discs before fitting, hand tools after use, flywheel face before new clutch… I was surprised how little was needed to do the job.

Engine component cleaning Engine cleaning prior to removal Clutch/gear box cleaning prior to removal Suspension components Removes brake dust from alloy wheels Servicing tow bar assemblies

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TIMING BELT INSTALLATION GUIDE The 2.0-litre TDI diesel engine used in the Skoda Octavia features a timing belt driven water pump.

Replacing the belt also requires the auxiliary drive system to be removed. Dayco recommends that all the systems’ components be replaced at the same time. As with all primary drive system jobs, the work should be done when the engine is cold.

STEP-BY-STEP GUIDE: Remove the mudguard moulding under the right-hand wheel arch, then remove the tensioner and auxiliary belt.

Remove the tie rod beneath the engine, then the crankshaft, or TVD pulley, to remove the lower and central timing belt covers. From the top of the engine move the differential pressure sensor of the FAP with its bracket and

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the electric fuel pump with its bracket, followed by the fuel filter and cooling circuit tank, to remove the top timing belt cover.

Remove the lower bolt of the engine mounting bracket flange, support the engine and then remove the upper right engine mounting bracket, followed by the bracket flange. Rotate the crankshaft clockwise to match the timing reference marks on the pulley and lock it in place using Dayco tool T10050 (FIGURE 1). Insert Dayco tool 3359 into the camshaft pulley and a second into the fuel injection pump pulley and loosen both pulleys. After loosening the bolt of the tensioner, rotate the tensioner and remove the upper idler to remove the timing belt, then remove the tensioner.

Remove and replace the belt tensioner stud with the new one supplied in the Dayco timing belt kit KTBWP5630, along with the lower and central idlers with nut and bolt

V FIGURE 1

V FIGURE 2

V FIGURE 3

respectively. Remove the water pump from the casting, flush the system and ensure the mating surfaces are clean.

Soap the O-ring and install the new water pump.

back plate as shown (FIGURE 3) and tighten to 20Nm + 45°.

of the auxiliary belt tensioner located under the rear side of the alternator and replace the tensioner with Dayco APV2511.

Install the new belt tensioner and nut – make sure the tab is inserted into the slot in the housing (FIGURE 2). After rotating both the camshaft and fuel injection pump pulleys clockwise, install the new Dayco High Tenacity timing belt, followed by the replacement top idler and bolt from the kit. Rotate the belt tensioner with its position index inside the space in the

Tighten the camshaft pulley bolts to 20Nm + 45° and the fuel injection pump bolts to 20Nm + 90°. Remove all the tools and rotate the engine clockwise several turns to ensure it is correctly timed and that the belt tensioner index is still in the space of the backing plate.

Remove the alternator pulley bolt and replace the pulley with Dayco ALP2395 and using a 13mm ball-end Allen key, remove the bolt at the back

After replacing the timing belt covers and other previously removed components, replace the crankshaft pulley with Dayco DPV1123 and tighten the bolts to 10Nm + 90°. Finally, replace the auxiliary belt with Dayco 6PK1070.

View this procedure by clicking on Dayco TV at www.daycoaftermarket.com.

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FILTERS THAT CAN NO LONGER GO FOR A SPIN Mahle brings its experience of designing entire OE systems to the table when producing replacement components and gives the example of using the Mahle OE filter, stating that it simplifies the fitting and nullifies the need for recalibration.

Anti-rotation protection is built into the LX 1780/3 air filter element, which is fitted into more than five million Fords, Volvos and Mazdas. Every air filter element has greater flow resistance around the pleated paper joint compared with the rest of the filter, as it acts as a seal. If the air mass flow meter is close to the filter element, the air flow volume will vary depending on the position of the pleat, which can lead to incorrect data being sent to the engine management system.

GARAGE WEBSITE PACKAGE MAM Software has launched GarageWeb, a website package created to help workshops increase their online presence and attract new customers. The site can be tailored to match the garage’s brand identity and provides a number of layout templates that can be customised with a workshop’s logo, colour scheme and banner adverts.

Customers can use the site to check MOT workshop availability and book an MOT using an online booking module. MOT classes, pricing and available times are controlled through Autowork Online and updated in real time in the MOT diary, creating job cards with all the relevant details.

If the element is replaced and not installed in its correct position, the air flow may differ and the engine warning light may come on. It is not uncommon for technicians to assume the problem is with the air mass flow meter, which will be replaced and calibrated, appearing to solve the problem. However, this is incorrect because when the filter element is replaced again and installed with the pleat in a different position, a faulty reading will recur.

Meanwhile, Autowork Online has also been enhanced with new features, including: A Work in Progress board to monitor jobs more closely, a Deferred Work feature that enables you to defer work rather than delete it and an integrated DTC lookup to quickly search and add OBDII codes to a job.

01226 352 902

Earn rewards with Comma Performance Motor Oil and the Professional Partner Programme

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Be StickerSmart and visit www.CommaOil.com/ppp to register now, order your wall chart and start earning rewards or ask your local Comma stockist for more information BRA1724

PARTS, TOOLS & TIPS

From 3rd January 2017 collect the information stickers from the back of 5L and 20L Performance Motor Oil (PMO) packs or voucher codes from 60L and 199L barrels to earn points towards a whole range of gifts, including TVs, iPads and more.

*Offer runs from 3rd January to 31st August 2017. Visit www.CommaOil.com/ppp for full terms and conditions.

autotechnician.co.uk

a m m Co al e a vi ion mm e a bl fess ogr a l ai ro Pr Av P ner rt Pa

To consistently achieve the same, or near identical, flow conditions in the filter housing, MAHLE has equipped one of the end plates of its air filter insert with a patented alignment lug that fits exactly into a recess housing. This means that only MAHLE replacement filters can be inserted in the correct predetermined position, which cannot rotate once inserted.

This design requires a careful fitting procedure, as the intake pipe must be removed from the air box before replacement.

This will provide enough ‘give’ for the housing to flex and allow the filter to be eased into place. The technician can also visually check that the filter element has been correctly inserted by ensuring the lug is in the recess.

0845 688 5007

CONDITION BATTERIES AS PART OF THE SERVICE The MPL battery charger range from Traction Charger is available in 12V, 10A, 20A, 50A and 24V 10A and 20A versions to meet the requirements of most battery sizes. The chargers can be used on AGM, GEL, Calcium and Lead Acid battery types and are used by some of the world’s leading vehicle and battery manufacturers.

The units feature a patented sulphation recovery system, in addition to short circuit shutdown without a blown fuse, reverse polarity protection, soft start current control and three-stage charging among other features. The chargers are made to be simple to use.

The company says that using the MPL can significantly improve the performance of the battery, help customers to reduce their warranty costs and including the de-sulphation process as part of a regular servicing package can also help to improve customer satisfaction.

0330 022 7822

VOLVO DATA ADDED TO CLOUDBASED DIAGNOSTICS Autologic has entered into a licensing agreement with Volvo, giving it direct access to Volvo diagnostic data and technical information. This will be used to provide genuine comprehensive repair and maintenance data on models from 2000 to current year to date, through Autologic’s Assist cloudbased, integrated diagnostic solution.

Jeremy Fry, Autologic CEO, comments: “As the only provider of a cloud-based, vehicle-connected, fault-to fix-solution, we have been vocal in advising the aftermarket sector of the momentous changes and challenges ahead, based on, among other industry influences, the Right to Repair Act. This requires vehicle manufacturers to provide the same information to independent repair shops as they do for dealers. Our investment in licensed data accentuates our strategy for ensuring aftermarket repair shops can, through Autologic, easily access accurate data and expert vehicle diagnostic support, so that ultimately, they can find faults and fix cars faster. The Volvo agreement cements our vision and brings it into reality. And this is just the beginning of the new pioneering world of Autologic – watch this space.”

0186 587 0060

www.dayco.com

We have e tthe e best be beltt for o every e e y application. app

New PV Belts Introducing the new Dayco PV Belts. The latest materials and world class manufacturing processes provide a comprehensive range that maintains today’s outstanding performance. The new PV Belts are customised for every application HUK LHJO ILS[ PZ ZWLJPÄJHSS` LUNPULLYLK MVY LHJO THU\MHJ[\YLY HUK [OL KPќLYLU[ requirements of every vehicle. autotechnician.co.uk

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THERE’S PLENTY OF TRAINING AVAILABLE TO HELP SHARPEN YOUR SKILLS IN 2017

DIAGNOSTICS SUPPORT The handheld VERUS Edge diagnostic tool from Snap-on is backed up by training and support, including a series of online modules that give technicians an in-depth look at the new unit.

Visitors to Snap-on’s website can work their way through 12 videos that demonstrate how to get the most out of the VERUS Edge in the workshop. Content is broken down into different subjects and categories and videos consist of advice and screenshots along with comment and guidance from Snap-on’s team of experts. “The videos teach all of the latest diagnostic techniques so technicians can get the most out of their diagnostic tools,” says Helen Taylor, Snap-on’s UK marketing manager.

The videos provide a capabilities overview and cover scanner codes, scanner data PID view and graphing, Technical Service Bulletins, the Troubleshooter, functional tests, Global OBD-II, Digital and Graphing Multimeter and guided component tests.

The videos are accompanied by a series of Diagnostic Quick Tips features, which are based on real case studies and show how to apply diagnostics to specific vehicles and applications. One is the Air/Fuel Ratio Sensor Test, showing how to test and inspect an A/F sensor on a 2013 Toyota RAV4 using a scan tool. Another demonstrates how to locate the source of a vehicle network issue using a lab scope to check the CAN network system.

E-LEARNING AND CPD

TRAINING

The Institute of the Motor Industry partners with training providers to create a portfolio of continuing professional development (CPD) courses and eLearning. Anyone working in the industry can attend an IMI course, although IMI members are offered discounted rates. The IMI website has over 100 online courses to choose from, including annual MOT training, many of which are free to members and carry a nominal charge for nonmembers.

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Live training is also very much on the agenda – Advanced diesel system controls and emissions will take place at Bosch in Uxbridge over two days on February 7 and also on May 31. After completion, attendees should fully understand the operation of the relevant sensors, components and actuators, how to evaluate data and carry out comprehensive system tests. www.theimi.org.uk/courses-and-events autotechnician.co.uk

THE FUTURE OF TECHNICIAN TRAINING? Staying up to date with the latest vehicle systems is essential if you don’t want to turn away work but leaving the workshop for external training can be costly when you factor in lost time, jobs and travel costs. www.OurVirtualAcademy.com offers a solution which has the potential to be a real game changer when it comes to technician training. The online training platform consists of interactive video content which provides manufacturer-level technical training, specifically targeted for independent workshops. We took a module as part of the free trial to see how it worked and found it very simple to use as the virtual trainer talks you through the facts and interactive graphics, which makes it easier to remember than just reading content. Editor Nicola St Clair managed to receive full marks in the end of topic test – “What I don’t know about Inductive pickup engine speed sensors just isn’t worth knowing!”

‘Our Virtual Academy’ was launched in October 2016 to offer independent workshops online, manufacturer level technical training at a cost-effective price. Alan Markworth, Sales Director of Our Virtual Academy, tells us: “Unrestricted access to www.OurVirtualAcademy.com for a workshop team of five for a whole year costs less than the combined costs of one technician attending many oneday face to face training courses!”

Modules currently cover the chassis, drivetrain, HVAC systems, vehicle electrics, engine management, engine mechanical and alternative fuels – with one new video currently being added every week. An introduction to hybrid has just been added to provide the foundations for the chapters which will soon follow within the module.

Users will be able to learn about the differing driving cycles; incorporating data list analysis, regenerative braking and the primary components that make up hybrid vehicles.

The team are currently working on a broad coverage of content ranging from air conditioning, common rail diesel, advanced hybrid to advanced oscilloscope techniques.

If you want to learn more about this online training, visit www.ourvirtualacademy.com and take advantage of a free trial to access two modules.

AUTOMOTIVE RECRUITMENT IN CRISIS? IS THE SECTOR SUFFERING FROM A LACK OF YOUNG TALENT? ALEX WELLS INVESTIGATES HAVE YOU NOTICED HOW ‘EXPERIENCED’ EVERYONE LOOKS IN GARAGES TODAY? SEASONED – EVEN DISTINGUISHED? ARE ALL THE YOUNGSTERS WORKING HARD, HIDING UNDER THE CARS OR, MORE WORRYINGLY, ARE WE NOT BRINGING THEM IN?

ARE FRESH FACES A RARE SIGHT THESE DAYS? Why do younger staff appear to be so thin on the ground in garages?

IMI chief executive Steve Nash believes the industry is being hurt by cautious recruitment half a decade ago: “Our sector has seen tremendous success over the past 4-5 years, with record sales, which fed demand for aftersales services. Whilst there is high demand for people to fill roles right across the business, the shortage of technicians is particularly acute. The drop off in recruitment during the recession, most particularly of apprentices, has caught us out.”

DEMOGRAPHIC DIP It’s going to get worse before it gets better: “We face a demographic dip over the next few years with the number of school, college and university leavers going down. All businesses will fiercely compete for the talent available. This is why the IMI is working together with the NFDA on a joint-campaign to raise the profile of automotive careers and to do more to fill the talent pipeline.”

Will the introduction of the government’s new Apprenticeship Standards programme help?

“Apprenticeship Standards gives employers more responsibility as they have greater power to choose which training provider they would like to use to train their apprentices,” explains Steve.

IMI says recruitment levels are at an all time high

“However, whilst we are working with many groups of employers on the development of new Standards, there is currently only one Standard for the entire automotive retail sector – Light Vehicle Level 3 Technician. Many employers aren’t aware that it’s their responsibility autotechnician.co.uk

TRAINING

The industry, as a whole, employs 11,000 apprentices each year, so we are obviously getting them in. According to the IMI, a well-recruited apprentice can earn a business a 150% return on investment within their training period, and many businesses understand that.

According to Steve, the immediate

problem is a lack of already qualified but junior technicians: “Apprentice recruitment levels are at an all time high but this is clearly a long-term solution to an immediate problem. On a more general level, we have a big job to do to be more competitive with other sectors in attracting young talent.”

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“Ones we have retained we are sending on Bosch training courses to boost their skills level. Although they felt they were fully skilled, it was realised that they fell short of the level we needed, but they had the potential and we retained them.

Under the bonnet, under supervision at Cheltenham & Gloucester Autocentre to develop new Standards that support the rest of the sector and the variety of occupations within. We’re currently working with employers across the sector to help them understand the changes.”

RESISTANCE So what’s the view like from the workshop floor? Martyn Langbridge, owner of Cheltenham & Gloucester Autocentre: “There’s definitely not the number of young people coming through to the trade like there should be. There seems to be resistance from the trade to employ these young people and there is resistance and a lack of basic numeracy/ literacy skills on the part of young people.”

Martyn believes technician licensing would put the trade on a more even footing with other professions: “We as a trade don’t organise ourselves like engineering does, like the gas industry has done. It’s not seen as worthwhile, rewarding or financially beneficial.

“You show me one part of the industry that doesn’t want mandatory licensing.

I can’t work on my gas system but I can work on a vehicle that can travel at over 100 miles per hour. The only people that say it shouldn’t happen are the politicians.”

SUCCESS RATE Richard Perriman, workshop manager at New Milton-based Martin Pilley Services:

TRAINING

“We work with our local school, who send suitable candidates on work experience when we ask for them. We normally recruit that way and we’ve had quite a good success rate. Retention is an issue once they are qualified or finish their apprenticeship though.

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“It seems to be getting worse and I think somebody has got to buck the trend – schools can play a big part. They seem to promote everything but the motor trade.

Then the training on offer in colleges is very often not fit for purpose, they come out of it barely able to work on complex vehicles. Finally, the calibre of people coming into the trade is not up to what is required. So, all round, it’s not looking good.” autotechnician.co.uk

“The problem is recruiting ‘fully skilled technicians.’ When we advertise, we don’t get many applicants. What we do get, once you read their CV and interview them, is the realisation that other people’s impression of what constitutes a fully skilled technician isn’t meeting our standards.

“You expect a certain skill level and it’s lacking. We’ve taken on people in the past who are fully skilled on paper, look good and talk the talk – so we give them a go.

After a trial period, it’s a case of ‘sorry but you’re just not cutting it,’ because they just do not have the skills required to work on a modern day car.

“Ultimately, this comes back to the intake: Schools tend to think ‘Ok you’re good, you can go to university or ‘you’re hopeless and can’t pass any exams, so we’ll send you towards an apprenticeship in the motor trade.’ We need slightly more able people. It’s possible that over time, £9,000 a year tuition fees and rising accommodation costs may inhibit some from going to university and it may raise the standard of candidates coming into the trade. Time will tell.”

SUFFICIENT CAPABILITY IGA director Stuart James: “Although the last few years have seen increases in the number of apprentice ‘starts’, there is still a skills shortage in the motor industry and some of this has resulted from a funding model which favours lower level apprenticeships.

“This has disadvantaged both the industry and our young people by allowing them to complete apprenticeships without sufficient capability or competence to work on the highly complex motor vehicles of today. These apprenticeships don’t even provide them with the required qualifications to allow them to become MOT Testers, another automotive occupation where there is a current shortage.

“If we are delivering an apprenticeship that does not provide a young person with the required skills to assess the basic roadworthiness of a vehicle, then it is clear that things have to change.”

EMPLOYER LED Will the new approach to apprenticeships be enough though? “We believe that the new employer-led standards will, in time, serve to close this skills gap and provide our industry with young people with the right skills to grow into the master technicians of tomorrow,” says Stuart.

“However, it will not be enough to provide high quality employer-led apprenticeships if the young people

entering our industry are not of the right calibre. We must all play our part in making sure that our industry – in all its sectors and sub sectors – is seen in the right light by those who influence the career paths taken by our young people.”

THE LURE OF THE LECTERN? “In 2015, over half a million people accepted places at UK universities – some of these may well have been the kind of people we need in the motor industry, but our industry suffers from a perception problem. However often we say ‘technician,’ parents, teachers and young people still think in terms of a low skilled ‘mechanic.’ We know that this is far from today’s reality.”

Stuart adds: “Only by demonstrating high standards in everything we do and ‘talking up’ the industry will we start to change that perception so that a vocational path into the motor industry is seen as an aspirational alternative to a university degree.”

GotBoost can cater for all your high performance vehicle needs under one roof

WHAT DO YOU THINK? “I’ve recently taken on three apprentices and they’ve all been very good, keen lads all wanting to learn and work hard, but I think we’ve been very lucky. A good relationship with a training provider is a must, explain you want quality applicants and that you will put effort in to benefit them in the long-run.” – Jack A “There needs to be more financial assistance while supporting and teaching apprentices costs your business, it’s the retention of the individual that seems to be my problem. They then just chase the money.” – Kevin H “The main problem with our industry is that we are still seen by many, and our government, as grease monkeys... Our local high schools offer motor vehicle studies and health and beauty courses to kids opting for GCSE’s but they are aimed at the less intellectual, who might not do so well in traditional subjects. I believe you need to be fairly intelligent to work on, diagnose and repair modern vehicles. The double edge sword comes when the motor trade becomes an undesirable option to more technically able candidates, as their opinions have been set in line with these views. In other countries, motor technicians are highly regarded, and it is seen as a respectable career. Until views are changed here, there will always be a struggle to find high calibre apprentices.” – Anthony W

Immaculate 3 bay workshop with dedicated clean engine build room & dedicated suspension setup area with corner weights Bespoke dyno cell housing a fantastic 2wd Mainline Dynolog chassis dyno, capable of testing over 1,200whp With 20hp of high pressure vehicle cooling and 25000cfm extraction system allowing for sustained testing at high outputs.

Track support in the Ginetta GT5 Challenge and full race car preparation

We also deliver technical training, specialising in diagnostic courses suitable for all levels of ability, from the apprentice to the Master Technician.

Visit www.gotboost.co.uk for more details. autotechnician.co.uk

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THE AUTOTECH TEST IS BACK! COIL SPRING COMPRESSOR KIT STOCK No. 60981

Autotechnician magazine has been compiling a series of online assessments for Autotech 2017, alongside Technical Partner Peter Coombes of Tech-Club and we are just about set to go live! Hundreds of you took the tests throughout 2016 to see how you’d score when faced with multiple choice questions covering vehicle systems, diagnostic procedures, component knowledge and theory and we have a number of new assessments ready to test your vehicle knowledge and fault-finding skills.

The whole ethos behind Autotech is to help technicians identify where they may be falling down in order to support them on their way up – so we provide the free test to independent technicians and once a brief entry form is completed, the test can be taken and scores will be instantly sent back. A copy of your answers, with the correct ones marked, will be emailed directly across along with supporting training material to help you see where you may have gone wrong.

Autotech 2017 assessments will be live end of February, visit the Autotech page on www.autotechnician.co.uk to give the existing tests a go and find out more about this year’s campaign in the March/April issue, published March 6.

MAX. LOAD 1,250KG SUITABLE FOR BOTH MACPHERSON STRUT COIL SPRINGS AND CONICAL SPRINGS 3 SETS OF INTERCHANGEABLE JAWS SAFETY OVERLOAD SYSTEM ENSURES PROTECTION FOR USER CLIP-ON YOKE PROTECTORS FOR SPRING PROTECTION

Strength in Quality

BOOST YOUR TRIGGER SKILLS IN BRIDGEND Andy Crook has announced he will be running two oscilloscope training courses at his workshop in Bridgend, Wales – one is coming up on January 28th and the other is set for April 1st.

Andy manages to convey rather complex issues in a way which is easy to understand so if you’d like to improve your scoping skills, head over to his GotBoost workshop. If it’s a bit too far to travel, he has a number of videos and guides to get beginners started as well as more detailed information for advanced users on www.gotboost.co.uk. He will also be presenting at Automechanika Birmingham, June 6-8.

01656 670 741

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TIME’S RUNNING OUT FOR MOT TRAINING The Independent Garage Association (IGA) is running 23 training events nationally between January and March in order to help MOT testers meet the required level of training by the March 31 deadline.

IGA Director Stuart James explains: “We are led to believe that the number of garages who will meet the March 31 deadline is lower than anticipated. Time is running out and this training which is mandated by the DVSA needs to be completed. The IGA has scheduled these UK-wide events to ensure that MOT garages do not leave themselves vulnerable to sanctions for non-compliance.”

The events cover the DVSA’s 2016/17 syllabus, which includes headlamp aim, driver’s view of the road and knowledge of special notices, as well as general MOT knowledge. The course also provides a workbook for testers to record their training, another DVSA requirement.

Due to changes by the DVSA, MOT testers are now required to complete training annually, instead of every 5 years as they have done previously. The events are being held at easy to access locations all around the country during weekday mornings to help accommodate the work flow needs of businesses. www.rmitrainingacademy.co.uk/regional-trainingevents

HANDS-ON HELP James Dillon has a handful of courses planned at his workshop in Bridgwater over the coming months. There is a maximum of ten people on each course so you’re guaranteed plenty of hands-on practical work on live vehicles. ‘Common Rail & DPF’ takes place on Saturday Feb 4. You will use fuel testing equipment, pressure and vacuum gauges, scan tool, multimeter and an oscilloscope to develop a strategy for testing the various components and systems. ‘Direct Petrol Injection GDI & FSI’ is planned for Saturday Feb 11, this one-day course will provide you with the knowledge, understanding and testing techniques to master direct petrol injection fault diagnosis.

A ‘Can Bus and In-vehicle Networking’ course is set for Saturday March 11, as well as a five-day intensive ‘Diagnostic Bootcamp between Monday February 27 and Friday March 3.

01278 428 699 autotechnician.co.uk

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PORSCHE 997 TWIN TURBO CABRIOLET

DAVE MASSEY INVESTIGATES WHY A CUSTOMER’S PORSCHE IS UNDERPERFORMING It’s always great to get the new year off to a flying start and 2017 is no exception.

When this Porsche 997 twin turbo was presented for some diagnostic work and eventual tuning, having been recently purchased by a regular and uncompromising customer.

This particular car is the formidable 2008 Porsche 997 (Gen 1) Cabriolet Tiptronic, which as standard boasts 480 bhp and was the first petrol car to come with variable geometry turbos, providing ultrafast turbo spool up times for blistering acceleration and performance. The stock performance figures quoted by Porsche suggests this car is capable of 0-60 mph in just 3.9 seconds and will reach a top speed of 196 mph!

PERFORMANCE TUNING

FALLING SHORT

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Aesthetically, the car needed very little attention but we were tasked with removing the decals, a good call in my opinion, and to replace both the head and tail lights due to misting/fading, which is par for the course on a car this age.

This car has quite a high spec already, boasting a supposed 530 bhp, achieved with an Intake Plenum ‘Competition’ Y pipe, 82mm intake turbo IPD, air induction system, intercoolers, 200-cell sports cat and fitted with an aftermarket ECU. This all sounds good but the car didn’t perform anywhere near to what autotechnician.co.uk

it boasts in the advert, failing to deliver smooth power or drivability with also what appeared to be excessive noise from the exhaust system.

We were tasked with identifying the problem and to check the performance mods were suitable and capable of delivering the quoted figures, while ensuring 100% reliability. After an initial smoke test in the exhaust system, we quickly identified the location of the exhaust leak to a weld on the aftermarket manifold. Considering the general condition of the exhaust system we

advised that the entire system was replaced. After exploring all the different options, we decided on a custom exhaust system – designed and installed by Geoff at Pipewerx, who is a real Da Vinci when it comes to custom exhaust systems and a perfectionist, whose work is second to none.

TURBO ISSUE Whilst driving the car and carrying out some data logs, it quickly became apparent that the near side turbo was howling at low speeds, which would

6-8 June 2017

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indicate either thrust bearing damage or being out of balance – neither scenario is very good and needs addressing. Upon closer inspection, it appeared to have had a turbo replaced on the O/S but for some reason the N/S turbo hadn’t, which is a little odd given the spec of the car. It’s worth noting that the bearing housing on the 997 twin turbos are notorious for corrosion and cause oil consumption and turbo noise, which ultimately leads to catastrophic failure.

GET SET FOR A GT2 We invited the customer down to have a look at the condition of the turbos and manifold. In the meantime, I put together a mouth-watering proposition of converting his 997 twin Gen 1 into a full blown GT2 with hybrid turbos capable of 650+ horsepower! Utilising the existing hardware, bar the exhaust system and manifolds, this modification would require two brand new GT2 turbos direct from Garrett and then modifying, commonly known as a hybrid, utilising uprated thrust bearings and bigger compressor wheels along with our custom ECU software tuned on the rolling road.

PERFORMANCE TUNING

The 997 Gen 1 engines are reliable up to 700 bhp on stock internals, when tuned correctly using the right parts, so I set a target of a heathy 650 bhp using 99 octane fuel, which shall be proven with dyno figures upon completion of the project.

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After inviting the customer down to visit the car and inspect the components, he gave us authority to proceed with the work and paid a substantial deposit towards the parts. I must give credit where credit is due and I would also like to congratulate the car sales for contributing towards the repairs to a value of £6,000, which took care of all the aesthetic issues and faulty exhaust system. The rest of the modification work and tuning was to be covered by the customer. It’s not often you see car sales companies willingly contribute towards such repairs and more often than not we’re spending unaccountable amounts of time on the phone with ‘difficult’ warranty companies, who apparently only pay £35 per hour labour rate. I mean my autotechnician.co.uk

memory isn’t that great at the best of times but I’m pretty sure that when my dad established ADS back in 1985 that’s what he charged then, but I was only 4-years old, so could be wrong.

BACK TO BASICS We started by carrying out a full major service, including spark plugs (made easier once the turbos were off ), performance filter replacements, engine oil flush, fuel filters, pollen filters and safety inspection. It’s worth noting we upgraded the anchors a bit by means of a Pagid brake pad upgrade and fluid change.

I always say that tuning a car is similar to building a house and before carrying out any tuning or modification work you must start with the foundations. We always carry out a full health check and complete any necessary repair work or servicing to ensure the best results and reliability – you can only build quality in, you can’t add it later. Recently, we have turned away Stage 1 tuning work due to the customer’s reluctance to spend money on getting the basics right first. Believe me when I say, it’s better to walk away from a job and avoid trouble than to accept any money from the customer for any modifications when there are underlying problems. Thankfully, this project is totally different and the customer has willingly agreed to all of the above work and paid upfront for parts, which makes a project like this so much easier and a pleasure to do.

ACADEMY

of Automotive Skills

All MOT testers must complete their annual training

by March 31st 2017 Don’t wait until it’s too late - complete your annual training with the RMI

On-Site training at your premises Annual training can be delivered at your premises for up to 6 candidates. The online assessment (at an additional £34 + VAT per candidate) can be taken immediately after the course, if time permits, or at a later date.

Workbooks to complete in your own time An RMI annual training workbook can be posted to you to complete in your own time.

The book will contain login details to access the online assessment.

Regional training events across the country We deliver training sessions across the country and throughout the year, with login details provided to take the online assessment in your own time. See our website for upcoming dates.

A comprehensive e-learning package Annual training and the online assessment can be carried out fully online through an e-learning system. This option is also available for class 1 and 2 vehicles.

Classroom training at the RMI Academy Regular three hour training sessions take place at the RMI Academy of Automotive Skills in Southam.

Lunch is provided, and the assessment is taken in the afternoon.

Call our friendly team to book your training or get advice on:

0845 305 4230 All of our annual training packages meet the training requirements set by DVSA.

www.RMItrainingAcademy.co.uk

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